April 4, 1896
AUTOMATIC CUT OFF ENGINES
SLOW SPEED, MEDIUM SPEED, AND HIGH SPEED ENGINES.
Simple, Compound and Triple Expansion Engines, and High Pressure BoUers.
THE RAILWAY REVIEW- v
Bement, Miles & Co.,
\
Complete
Steam Plants
of Highest
Attainable
I Efficiency.
R K n K N T . MILENA
p H 1 L A i> e I. p If I a;;
AddresfiA
BUCKEYE ENGINE CO.,
20 Franklin
Avom
Salem, 0.
HlDMULIi; JACKS
All Sizes.
All Styles.
All Guaranteed.
B7DSAUUC
Pall Pupchesi
rail benders,
Trapsfer
Jacks,
Etc.,Etc.,Eto.t|
HYOOAULIC
PRESSES. ‘
For
Car Wheels, Crank
Pins, etc, etc.
‘fast purnps,
Valves,
Gauges,
iF«tlpgs,
^etc., etc., etc. —
IWAGHlNETty -woi^KS,
^WVateioix cfc StUlrcian,
204 . 206 . 208 . 210
Send for Catalogrue A
THE ACME MACHINERY CO.
Cor. and Hamilton Si*.
CLEVELAND, OHIO.
MANUFACTURERS OF ,
ACME BOLT AND RIYET HEADERS.
Acme Single and Double
Automatic Bolt CiitterH.
Cutting: from % in.to 6 In.dlameter
Also Seperate Heads and Dies.
ENSKN MANFC. GO.,
Standard 72 " Vertical Boring and Turning Machine.
METAL-WORKING MACHINE TOOLS,
Steam Hammers and Hydraulic Machinery.
Main Office & Works: PHILADELPHIA, Pa.
CHICAGO OFFICE: ^
16SJ4 Marquette Building:.
NEW YORK OFFICE*
39 CortlandtiS-,
Manufacturers , of jg
^F^Bvery Kind of Freight Service. ^
Sole aianirfa^rere In the United States of RtJSSELlJ^Sra W **FLO*WS
» tPKK. B. ENSIG N. Sec y and Treas. HTmTINOTO&, WIBT TOaiNIA.
BYRAM 80 COMPANY IRON WORK^
FOUNDRY OUTFITTERS.
DETROIT, MICH.
CHARLES J. CANDA Pres. p. MORA CANDA, Treas. FREDERICK HUDSON, 8ec*y.
FERDINAND B. CANDA JOHN W. SAVIN. ELY ENSIGN. Vice Presidents.
CANDA MANFG. CO..
Offices; 11 Pine Street, NEW YORK CIT
This is a PARTIAL List of what we Build:
BRANCHES:
New YORK, PITTSBURGH,
r^u..r^*^«P”"-ADELPHIA.
CHICAGO, BOSTON.
Engine Lathes.
Shafting Lathes.
Heavy Forge Lathes.
, ^ Driving-wheel Lathes.
Lathes for turning steel-tired car-wheels.
Lathes for turning printing-press cylinders.
Single Axle-lathes.
, Double Axle-lathes.
Planing Hachines for general work.
Planing Hachines for frogs and split-switches
Planing Machines for connecting-rods.
ui r>. ^ . Plate-planing Machines.
Double Plate-planing Machines.
Shaping Hachines.
Slotting Machines.
Slotting Machines for heavy forge Work.
Slotting Machines for locomotive-frames.
Screw Machines.
. ^®*‘t*cal Drilling Machines.
Radial Drilling Machines.
Arch-bar Drilling Hachines.
Multiple Drilling Machines for special purposes.
Hultiple Drilling and Tapping Machines.
„ j ^ Car-wheel Drilling Machines,
n^izontal Boring and Drilling Machines.
Horizontal Boring, Drilling and Milling Machines.
Pulley boring Machines.
Vertical Turret-boring and Turning Hachines.
Chord-boring Hachines.
Cylinder-boring Machines.
Cylinder and Valve-port Boring Machine^
for Corliss Cylinders.
Double Borirg Machines for duplex pumps
Car-wheel Boring Hachines.
Boring and Turning Mills.
Boring and Turning Mills for steel tires.
Boring and Turn.ng Mills with extensible
housings.
Hydrostatic Presses for locomotive-drivers
and car-wheels.
Hydrostatic Forcing Presses for shafts and
similar work.
Quartering and Crank-pin Hachines for
locomotive-drivers.
Cutting-off Hachines.
Double Cutting-off and Centering Machines.
Plate-bending Rolls for sheet, tank and boiler work
Plate-bending Rolls for ship plates.
Vertical Bending Rolls for armor plates.
Plate-straightening Machines.
Shaft-straightening Machines.
Pipe Cutting-off Lathes.
Retaining-ring Bending Rolls.
Car- wheel Plate Lathes, Eic., Etc., Etc., Etc.
D. O, SEITLEMIHE, Pi-esldent
GEO. W. EVANS, Vice Presideut.
W. C. ARTHURS, Sec*y. and Treas.
FRANK SNYDER. Supt.
MT. VERNON CAR MANUFACTURING CO.,
—MANUFACTURERS OF—
Caboose and Refrigerator Cars, Car Wheels. Car Castings and
General Foundry Work. CAPACITY; is Cars, and 2(M> -lar Wheels.
T7"aESJrt3NrODXr, XXsXs.
f^CUo
TP{
Vlll
THE RAILWAY REVIEW.
EIL 4, 1896
■ THE ASHTON
Muffler Safety Valve
The only one
with outpide
top regulation
for the pop.
Always avail-
able. Saves
valuable time
and expense.
Our muffler
patents control ,
the top outside ;
pop regulating
principle. I
which gives in
creased effici-
ency and dur-
ability.
THE PH(ENIX IRON WORKS CO.
manufacturers of
Hand, steam, Belt and Electric Cranes,
Alili STYLES AND FOR ALL PURPOSES.
Railroad Turntables, Etc.
Send for Catalogue. CLEVELAND, OHIO
Ea.stern Office, Harry W. Jennings, Agent ^^ton aiid
i niff Bts New York, N.Y.; and New England Offic^Tho
John Wales Company, 139 and 141 High st, DostonJMaB^
Ox Tia.eZ binghaiiton,
Stow Mfg. Co., N.Y.
Inventors and Manufacturers of the
STOW FLEXIBLE SHAFT tor aUpuppesea.
Combinations of Flexible Shaft and Electric Motor.
IRA HIMOCK, Pres. Established 1867. G. II. SERGEANT, Treas.
NORTHAMPTON EMERY WHEEL Co.
manufacturers of
PremivmSoliii Emery
Mm Wheels,
AND ALL KINES OP
EMERl WHEEL MICHINERY.
LEEDS, MASS.
WESTERN BRANCH
20 South Caetal St., CHICAGO, ILL
JULIUS KELLER.
P. M. WILSON.
KELLER & WILSON,
Hanufacturers of
PNEUMATIC TOOLS AND APPLIANCES
For
Caulking Ships, Locomotive, Stationary and Marine Boilers,
^ Beading Boiler Tubes,
^ Cleaning and Chipping Castings, Etc.
J^lte for Circulars and Blue Prints.
821 Cherry St., Philadelphia, Pa.
Balance Slide Valve
SIMPLEST, CHEAPEST, most DURABLE.
San
®^seo
, jet*
88 Mladlson St., CHICAGO. | Manufacturer and Dealer In
SURVEYING AND ENGINEERING INSTRUMENTS.
DRAFTINO MATEFIIAU. OIP ALL KINDS.
Complete Catalogue Sent Free.
PNEUMATIC
The CHAS. B. KING
Tools
/X1 1 n f 1 /^ U n nx m av was the only one given an
I n 6 U m 3. 1 1 C jQ d n 1 ni C I award at the World’s Fair.
For Particulars and Prices, address
CHAS. B. KING, 112 & 114 St. Antoine Street,
IDETI^OIT,
Un|UllstatterCo.
HAMILTON, O
DOUBLE, SINGLE, HORIZONTAL,
BOILER, SPACING GATE, MULTI-
PLE, BELT AND STEAM DRIVEN
AND
PDIAPS,
Boileis.
Water Stations
Complete.
Send for new Catalogue.
OVER SOOSiy.FS.
MECHANICAL DRAWING
Mechanics Architecture: Architectural
Drawing . Electricity, Steam Engineer^
ing A Stationary, Marine, Locomotive ',
Iron Work; Railroad. Bridge and Mu-
nicipal Engineering ; Plumbing; Heat-
ing; Mining; Prospecting; English
Branches. Courses begin with Arith-
metic. Diplomas Awarded. Th^arg- |j^
est Technical School in the Worlu.
Send for Free Circular, stating subject
you wish to study. a«tiw?i»££iiiMai
The Interaational Correspondence Schools, Scranton, Pa.
M.M. MOORE,
, 225 Dearhom St.,
CHICAGO, I Lli
Moore's Balanced Railway
• Water Column.
RAND DRILL CO.
AIR COMPRESSORS
for general use in
RIILWAY MACHINE SHOPS and PUMPING DEEP WELLS.
100 Broadway,
Neav York City.
1328 Monadnock Blk.
Chicago, 111.
Potter & Hollis Foundry Go.,
LIGHT CASTINGS FROM i to lOO POUNDS A SPECIALTY.
Offico, 525 Rookery, GHIGAGD.
THE BEST LAGGING IN EXISTENCE.
MAGNESIA
Universally
adopted as
LOCOMOTIVE
the best
locomotive
LACCINCS
lagging
made.
THE KEASBEY 6 l MATTISON CO.,
PHILADELPHIA, Betz Building.
it
CHICAGO, Monadnock Building. NEW YORK, 29 Broadway.
SCHOEN PRESSED STEEL CO.,
MANUFACTURERS OF
TRUCK FRAMES BOLSTERS SM
General Office and Works:
Pittsburgh, Pa.
April 4, 189G
THE RAILWAY REVIEW.
183
XXXVI. APRIL 4, 1896. No. 14.
Prevented Destruction of Tools in a Burning Build-
ing. — Reports were current in the railroad papers that the
Mexican International Railroad had lost ^^200, 000 through
the burning down of its repair shops at Piedras Negras,
Mex. The impression was that the fine equipment of ma-
chine tools was completely ruined. Locomotive Engineer-
ing says it now turns out that the damage is not more than
one-tenth of what it was calculated to be. The prevent-
ion of total loss was due to a highly bold and intelligent
action on the part of Mr. Wm. Jennings the superintend-
ent of the mechanical department. The lire bad got well
started before the fire department was ready to begin op-
einitions, and Mr. Jennings saw that it was impossible to
save the buildings, which were of wood and very dry. So
he gave orders that no water should be thrown upon the
fire. He got together a good force of laborers, and as soon
as they could get near enough to the buildings they were
set to work shoveling sand and earth upon the glowing
embers, care being taken to smother the tools. The non-
conducting materials thus applied made the tools cool
slowly, and very few of them were found to be warped
when they were cleaned up. A temporary shop was
erected and nearly all the tools worked as well as they did
before the fire. If the usual practice had been followed of
pouring water upon the fire, most of the tools would have
been ruined.
Paints for Ironwork. — An account of some interesting
researches on the value of paints for ironwork, made by
Professor J. Spennrath, has recently been published in
the Deutsches Bauzeitung. As one result of these. Prof.
Spennrath concludes that none of the metallic oxides com-
monly used combine chemically with linseed oil. The dry-
ing process depends exclusively on an absorption of oxy-
gen by the oil, which is facilitated by the presence of the
pigment in a pure mechanical way. The value of the dif-
ferent pigments used varies. Thus zinc white when used
for outside work, rapidly swells to double its previous vol-
ume, owing to the absorption of carbonic acid gas and wa-
ter. Sulphuretted hydrogen will cause red or white lead
to act in a similar vray, but, when pure. Prof. Spennrath
considers these two latter pigments satisfactory. Carbon
paints are verv stable, as is heavy spar, but the covering
power of the latter is small. In order to test the relative
durability of various paints, sheets of zinc were coated
with a number of different kinds. The zinc was then dis-
solved away by acid, leaving a film of paint. All these
films, it was found, could be destroyed by the action of di-
lute nitric or hydro-chloric acids, whilst the vapors of sul-
phuric and acetic acids acted similarly. Alkaline fluids
and gases also destroyed the paint rapidly. Pure water
was found to be mote injurious than salt water, and hence
the destructive action of sea water is to be attributed
mainly to the mechanical effects of wash. Hot water was
found to act more rapidly than cold. The most important
discovery made was, however, the great influence of tem-
perature. Films similar to those already described com-
pletely lost their elasticity and became brittle w’hen ex-
posed to a temperature of 203 deg. Fah. There was at the
same time a large contraction. Similar effects are pro-
duced by prolonged exposure to considerably lower tem-
peratures. Blistering he finds to be due to the inner coat
of paint being so thick that it has not hardened thoroughly
before the second coat is applied.
Utilization of Iron Ore Dust. — It is stated that an ad-
dition will soon be built to the Illinois Steel Company’s
plant at Bay View for the utilization of the iron ore dust,
or fine ore which up to the present, in the process of blast-
ing and smelting the iron ore, has gone to waste. The
process of utilizing this ore has been invented by M. Nird-
linger of Milwaukee, who is the president of the Acme
Mineral Nugget Company which was recently incorporated
at Camden, N. J., and in which several Philadelphia and
Cleveland parties are interested. The company furnishes
the machinery for the process and sells to blast furnaces
the right to use the process. The daily waste in ore at
the different works of the Illinois Steel Company is from
350 to 450 tons, and by using the process for collecting and
compressing the fine ore invented by Mr. Nirdlinger the
company will avail itself of every ixmnd of this waste ore,
which will constitute a considerable saving.
What we are Coming to in Telegraphy.— With a view
to ascertaining the highest speed at which telegraphic
characters can be legibly recorded, Mr. P. B. Delany, in
some recent experiments, succeeded in transmitting by
his machine system 8,000 words per minute, and obtained
a plain reproduction of the signals by electrolysis on the
chemically prepared receiving tape. The circuit was an
artificial ones of 650 ohms, 2.95 microfarads, and the electro-
motive force was 115 volts. This is about the etiuivalent
of an ordinary telegraph line of 100 miles in length, or,
say, New York to Philadelphia. At this speed the per-
forated tape upon which the messages were composed
passed through the transmitting machine at the rate of
'21% ft. per second, and Ihe impulses comprising the let-
ters traveled at the rate of 2,5(>0 per second or 133 w’ords,
equal to six ordinary telegrams of 22 words each in a
single second. At this rate the next few years must bring
about great changes in methods of correspondence, and,
inevitably, a large jiortion of the ninety millions now an-
nually expended on wheel transportation of the mails will
be diverted to the telegraph. Why not asks the Electrical
Engineer ?
Ditching Track. — Speaking of ditches and ditching,
says Jerry Sullivan in Roadmaster and Parmer, brings to
mind a fault common to nearly all work train foremen.
The object of ditches alongside of the track is mainly to
furnish a channel through which the water may flow away
from the track as fast as it gathers. But another considera-
tion, almost as important, is to get the ballast in the
track drained, and the roadbed dry as soon after it rains
as possible. In order to accomplish this successfully,
a ditch should should have a depth of at least 18 in. below
the bottom of at ties. But very few ditches are dug to
this depth. To one standing in the center of the track or
on a car of dirt in a work train, they* look deep enough,
but if a level board is used, one will be surprised to find
the ditch only from 6 to 10 in. below the ties. Of course
such a ditch wdll not drain the track to a depth sufficient
to make a good foundation for the ties. But this rarely
occurs to a work train foreman. He will keep a ix>rtion of
his gang steadily at work shoveling and shaping and
scraping the sides of the cut to a line mathematically ex-
act from top to bottom, and from end to end. Such a
smooth appearance might lead one to believe that they
had been sand-papered. The ditches are given the same
care, and owing to the slight incline present the appear-
ance, when finished, of elegant piximenades on either side
the track. This is poor practice, and the result cannot
be called ditches.
Chinese Labor and Wages. — The United States consul
at Shanghai has made a report to the state department in
which are presented in detail the amounts of wages paid
in that country for skilled labor. The sums are stated in
American currency ; the wages given include food except
in cases whe'^e asterisks are used :
Description. per Dav.
lihicksmith $0.13*
Unussworker. 16
Barber
Bootmaker-
Native 10
Foi\*ign
Bamboocabmaker .11
Bricklayer lo
Compositor-
Native
Foi’eign
Carpenter ii
Cabinetmaker .*.**!.. .11
Coolie* 13
Bookbinder-
Native . .
Lithogi'aphei** ..
Furniture polisher 21
Tailor-
Native 10
T^/
Pres.sman
Coachman-
Native
Foreign
House boy —
Native*
Foreign
Cotton mill machinist* j
Cotton factory hands* iS
Per Month.
$5.28
5.28
I 7.02
15.84
4.‘22
6.34
10.56
6.34
6.34
3.17
6.31
2.11
4.75
The Cost of Ties in Texas.— The cost of tie renewals
in Texas is given in the report of the railroad commis-
sion of that state for the year ending June 30, 1895, is
given in the following table. It will be noted that the
price of bumetised ties is a very fair average price for
good ties of untreated timber, and their greater life should
make them very economical in service.
Bumetised
Bumetised, pine
Ce<lar
Culls
Cypress
Mesquite
Oak
“ hewed
“ sawed
“ white and post. .
“ second class . .
Pine
“ sawed
“ long leaf
“ yellow
“ bumetise<l
“ treate<l
Bridge ties, creosoted
Switch ties
“ cyp«'«^
Ebiiige. Average.
28to3l 31
31.62 34.62
325^ to 50 41.37
14 7 to 15 14.85
28.1, 44 and 50 519^
;io m
20 to I P/2 30.75
15 15
22 22
40.17 40.17
15 15
12/2 to 45 28 75
26 26
28.8 28 8
40 to 50 45
34.62 34.62
46 46
...$ 1.09 to 11.12 $1.10
60 to 80 70
80 80
A Long Term Fuel Record. — A record of coal consump-
tion of a compound condensing engine built by the E. P.
Allis Company, of Milwaukee, Wis., was published in a re-
cent issue of Engineering News, This engine was sup-
plied with steam by two Reynolds vertical boilers and the
record covers three years. The engine was indicated
every morning and afternoon and the average taken for
the daily record. The boilers were used exclusively for
the engine and the coal includes that used for all night
banking. The plant is located at the Stevens Linen
Works, Webster, Mass. The engine is a cross compound,
22 and 40 x 48 in., and the boilers are 84 in. in diameter :
1893.
Av. ’. P. for year 381
H. P. hours I. H. P. for year 1,012,221
Eng. coal I. H. P. for year 1,8:B,700
Average coal per I. H. P. per hour
for one year in pounds 1.76
1894. 1895
39:1 im
893.792 l,076,i:i4
1,49:1,243 1,775,720
1.67 1.65
This record gives better than a test of a few hours dura-
tion the statement of all around working qualities of an
engine and is therefore somewhat of a test. It is the first
that has reached us giving a w^ell authenticated covering
such a long period.
A Useful Field Instrument.— Lieut. Colonel P. Neville,
14 th Bengal Lancers, contributes to the December num-
ber of the Journal of the Royal United Service Institution
a paper on the delineascope. This instrument, he says, is
designed amongst other uses, to assist the military sur-
veyor by enabling him to construct maps from landscape
sketches; it greatly simplifies and expedites triangula-
tion, and saves much time in plotting. It is very portable,
may easily be carried by a mounted officer, who must,
however, dismount to use it. The instrument consists of
a small camera, having a lens with a fixed focus on a tri-
pod stand. The lens is directed downwards, and carries
beneath it a mirror inclined to the axis of the lens at an
angle of 45. This throws a true picture of the landscape
on to a piece of tracing paper secured by a frame on a hori*
zontal object glass. In this picture the right and left are
transposed. By means of a focusing cloth the picture is
transferred to the paper with a pencil. The paper is then
taken out and reversed over a gi’aticule on a white card,
which divides into large and small squares, and then copied
into a sketch book ruled in similar squares. The graticule
is made of a size to embrace exactly 30 of horizon, and two
such sketches fill one page of the sketch book. After trans-
fer to the sketch book the landscape is finished by eye,
according to the ability of the draftsman, but a very
simple outline sketch is all that is necessary. There is a
margin to every sketch in which to note all particulars re-
garding the ground, slopes of hills, hight and thickness
of walls, depth and current of streams, etc. ; the back of
each sketch is also available for further notes if desired.
On the completion of a sketch it is only necessary to take
with a prismatic compass the bearing of any perpendicular
line— say the center line— and by means of a simple scale
of half-degrees on a card the bearing of every point in ohe
sketch may be ascertained. This will be found an im-
mense saving of time, and, moreover, has this advantage
that the map can be made from the sketches after the re-
turn of the surveyor to camp or quarters — a very import-
tant point for a hasty reconnaissance. The instrument
can be worked entirely by one person, and all that is re-
(luired is an orderly to hold the surveyor’s horse while he
dravys. The sketches may be made very rapidly, and, after
a trial or two, the primary inconvenience of drawing
under a focusing cloth is hardly felt. The camera folds
flat, and is carried in a leather case by a shoulder strap.
The lens and mirror chamber is ciirried in a case resem-
bling that of a binocular, but smaller; and the tripod,
which can be made of a folding pattern, can conveniently
be carried in a carbine bucket.
Use of Superheated Steam.— At a recent meeting of
the Institution of Mechanical Engineers Mr.Wm. Patchell
read a paper on the use of superheated steam which con-
tains some valuable data on this important subject. Super-
heated steam is steam which has been heated away from
any water to a temperature above that at which it was
produced in the boiler, and its use enables more work to
be done per pound of coal burned than when there has
been no superheating. On the other hand, the apparatus
necessary to do the extra heating costs money to build and
maintain, and therefore it is only in some cases that the
increase in the amount of work obtained from the fuel
will make it w’orth while to go to the extra expense to ob-
tain it. In Mr. Patchell’s paper it is stated that at the
works of Isaac Holden & Sons, in Reims, by heating the
steam 56% deg. the increased work obtained h’om the fuel
amounted to about 29 per cent. At Henry Bruce & Sons’
mills, in Currie, Midlothian, superheating of steam from
88 to 9S% deg. increased the work obtained from the fuel
about 32 per cent, and at the Thomliebank Company’s
works in Glasgow there was an increase in work of 20 per
cent due to superheating steam about 59 deg. The most
noteworthy results were obtained with a Babcock & Wil-
cox boiler at the central station of the Charing Cross and
Strand electricity corporation, where lack of room made it
imix)ssible to construct the superheating apparatus iu the
best way. The chimney draft was aided at times by means
of a fan, as on many steamers for ocean service. The
method of working was to keep the boiler on natural draft
when the amount of steam required was small, and to
start the fan as the demand for power increased. Although
the superheating was only about 31.6 deg., it produced an
increase of 13 percent in the amount of useful work done
the coal, while the use of the fan to supplement the
natural draft of the chimney increased the amount of
steam obtained from the boiler to 140 per cent.
Designed by a Blind Architect.- The Perkins In-
stitution for the Blind at South Boston is to have a new
dormitory, and the wonderful part of it is that the plans
for it have been drawn by one of the blind attaches of the
institution, Dennis A. Reardon. The building will have
a frontage of 25 ft., and will be 60 ft. deep and four
stories high. It will be built of brick and light sandstone,
and it will be ready for occupancy, it is expected, by next
June. It is said to be the first case in the world where
a blind man has drawn the plans for a public building. Mr.
Reardon has been totally blind from boyhood, and re-
ceived all his training in the Perkins Institution. He now'
has charge of the printing department in the institution,
and all the real estate owned by the corporation as well.
Mr. Reai*don is 65 years old and lives in his own house,
wdiich he himself designed, at 244 East Fifth street. South
Boston.
A Narrow’ Escape. — A narrow escape from a remark-
able accident, is reported at the central station of the
Boston Electric Light Company, Boston. Coal slack, with
occiisional large lumps in it, is used there as fuel. The at-
tendant was firing the boilers on the day in question,
when he observed that one shovelful of coal that he had
taken up was noticeably heavier than usual. He did not
throw’ it into the furnac-e, but put it down on the floor and
examined it. He found what appeared, at first sight, to
be a rather large lump of coal ; but on closer inspection
it proved to be a grimy tin box. Calling another fireman
to his assistance, he pried the box open, and found it filled
wdth black material that did not look unlike coal dust.
The chief of the night force was then called, and he pro-
nounced the contents of the box to be giant powder. If
the fireman had throwm it into the furnace, it is likely
that the most disastrous results would have followed ; for
the room contained a battery of 16 big boilers all working
under a pressure of 140 lbs. of steam, and if 14 lbs. of
blasting pow’der had been exploded under one of them, it
is impossible to guess the amount of damage that might
have resulted. It is considered likely that the powder
found its w’ay into the coal at the mine, and had after-
w’ards escaped notice until it was taken up on the shovel
by the observant fireman. If our opinion w'ere asked, we
should probably say that the electric light company ought
to do the handsome thing by that fireman.
184
Apbil 4, 189C
THE RAILWAY REVIEW.
THE AMERICAN PALACE CAR.
One of the problems on which car builders and
railway men generally have exhausted a vast amount
of brain power is the production of a combination
sleeping and parlor car, and the result has been the
issue of a large number of patents on devices, some
of which have merit and others are entirely worth-
less. The problem is exceedingly difficult of solu-
tion, but in the accompanying illustrations it is be-
lieved that a thoroughly practical and also a very at-
tractive car, has been produced, which fills the re-
quirements of a parlor and sleeping car.
The illust?’ation. Pig. 1, shows the sleeping berths
in process of making up, and Fig. 2 shows the berths
Fig. 1.— making UP BERTHS.
complete and ready for occupancy. Prom these il-
lustrations it will be noted that the berths are stored
beneath the floor of the car and the necessary space
for so doing is oVitained by a compartment beneath the
floor of the car which extends the entire distance be-
tween the trucks. Under the floor a pocket or recess
is constructed, having its sides formed of heavy steel
channel irons. This pocket is dust proof and has a
depth sufficient to contain two berths with springs
and mattresses, made up complete. When it is de-
sired to make up the berths, a section of the floor is
raised, swinging on hinges into a perpendicular po-
sition, as shown in Pig. 1. Beneath this there is a
second panel which swings up and forms the other
end of the berth. These panels are both automatic-
ally locked in a perpendicular position and carry
sets of pulleys over which small steel cables are run,
and these cables support the berths, one being at-
tached to each corner of each berth. The cables are
wound about a large drum, and this drum can be ro-
tated by means of a crank shown in the illustration.
After the panels are locked in position, the upper
berth is run up into place shown in Pig. 2. In
Pig. 1 this operation is under way. After the berth is
in position, the head boards are thrown up and com-
munication is shut off between this and the next berth.
The berth is then locked firmly to the panel at each
corner, and all strain transferred from the cables to
the locks. These locks are so arranged that any
weight added to the berth increases their hold on the
panel.
The lower berth is then run up into a position con-
siderably above that shown in Pig. 2, and two of the
chairs which are used during the day time, are placed
in the cavity beneath, this cavity being of dimensions
sufficiently large to accommodate two of them. The
berth is then lowered to its proper position. The
head boards are thi*own up and the foot boards
are pulled out for protecting the opening underneath,
and after the curtains are hung the berth is ready
for occupancy.
The hight from the floor to the top of the lower
berth is considerably less than in the ordinary sleep-
ing car, and there is therefore more head room and
better ventilation in the berth. The ventilation in
the upper berth is also very good, as two small win-
dows, each provided with a fixed screen, open above
this berth, and are under the control of the occupant
without in any way disturbing the occupant of the
lower berth.
The space over the trucks in the car is used for
state rooms and observation room, and by this con
INGERSOLL-SERGEANT COMPRESSOR FOR
struction the sleeping capacity of the car is equal to
that of any other. One of these cars has been built
and made several tours about the country. It would
seem that on long runs, a number of which are made
at night and a portion during the day, or trips of sev-
eral days and nights consecutively, that this car has
great advantages over anything yet introduced. It
is also believed that roads having short runs where
it is desirable to use a car both day and night, that
this car would be of great use, e taking it a sleeping
car at night and a parlor car during the day. It
would greatly simiflify equipment: that is the road
using this car would not require the ordinary type of
sleeping and parlor cars, one style of car being used
for both. This would be very handy for roads hav-
PiG. 2.— BERTHS MADE UP..;
ing a he avy summer business. As an excursion car
for large parties it would seem to offer an ideal ar-
rangement. A car recently built has a kitchen in
one end, and one of the pai'ties using it has lived in
it for some six or eight weeks upon an extended trans-
continental trip.
INGERSOLL-SERGEANT BELT DRIVEN Al R
COMPRESSOR.
The Chicago Ship Building Company has re-
cently installed a 12i x 14 in. Ingersoll-Sergeant
class “B’- belt driven, air compressor, of the piston
inlet pattern, for operating pnumatic hammers, drills,
riveters, punchers and hoists, at their ship yards in
South Chicago.
Compressed air has been found so advantageous
for this work that this company has ^lurchased and
will shortly install another Ingersoll-Sergeant com-
press, size 18 X 18i x 24 in., of the class piston
inlet type. The combined capacity of these two ma-
chines will give the ship yards about 1,000 cubic feet
of free air per minute.
The illustration shows the class ‘‘B*’ compressor
now in operation, and as this pattern of machine is
well adpated to railw’^ay shop requirements, we give
a detailed descidption below.
The air cylinder is of the well-known piston inlet
pattern, diameter of cylinder 12i in., stroke 14 in.
It is made of the best cast iron suitable for this pur-
pose, and of proper strength and thickness to allow
for reboring. Not only the air cylinder, but the
heads as well are completely water jacketed, thus in-
suring a large and effective cooling surface. The
bed-plate is of the box girder type made in a single
casting, and of sufficient strength to withstand the
severest strain of air compressing work. The main
shaft is of hammei'ed steel 5 in. in diametei*. The
bearings are provided with removable and adjust-
able bronze boxes, and the cranks are of the disc
pattern counterbalanced and turned on the face and
edges. The crosshead is of cast steel, very heavy, and
with a special adjustment to prevent its weight com-
ing on the piston rod. The piston rods, connecting
rods and crank pins are of the best forged steel. The
piston inlet valves in the air cylinder are warranted
by the company for a period of five years.
LIGHTS FOR NIGHT SIGNALS.
A report of a committee of the Railway Signal-
ing Club to consider the question of the proper
lights for night signals was printed in full in the
Railway Review of March 14, 1896 page 147 and
the following gives the principal points of the
discussion which was introduced by a letter from
Mr. A. H. Rudd.
Hartford, Conn., March 8, 1896.
I think the conclusion of the committee is a very wrong
one. I do not believe that because a measure partly right
perhaps can be adopted it should be given the endorse-
ment of the club until a long and determined effort to ob-
tain the best has been made. How does the committee
know that no radical change will be made in its recom-
mendation? If it recommends something really good, is
there not a chance of the American Railway Association
endorsing it, and if this is done I believe the change would
be made very quickly. The cost of a double spectacle
would not be very great, as single ones could be used
on distant signals and the douWe light only used on
high speed routes. I believe red for danger and green for
clear should be advocated under all circumstances, and if
no one can make any other practical arrangement for the
caution indication, I would even go so far as to put red
glass in the distant signals, the same as the home, but
have a large white or some other light fixed on the post to
indicate that it was a distant signal. If this distinguish-
ing light went out, your signal would mean stop, if not it
would give a caution indication. This would make double
spectacle castings for all signals and one additional light
on each distant. This is only a suggestion, the report
came too late for me to elaborate or give it much thought,
but my feeling is, no matter how popular on the score of
economy such a reccommendation might be, don’t endorse
one that means that a possible break will show a clear
signal ; anything but that, even a sign board for caution,
but insist on green for clear.
Mr. Sperry— I think Mr. Rudd is on the right track. We
shall have to come to green for clear. lam con\’1nced of
that by the large expenditures made in England for the
purpose of changing to green for safety indication.
Mr. Siierrv then read the following letter :
London & Northwestern Railway, )
Signal Superintendent’s Office, V
Crewe, March 11, 1895. (
Dear Sir : I am obliged by your letter of the 19th Feb-
ruary. I have noticed that your railway people have been
discussing the question of abandoning the use of white
lights as “all-right” signals, and that they have been de-
sirous of having some distinctive light for the distant sig-
nal. Nearly all railway companies in this country are
abandoning the white light, or have already done so, but
I do not know of any case where a distinctive light is
shown for the distant signal, nor have 1 had any expres-
sion of opinion that such distinctive light is necessary.
If, however, a cheap and simple scheme is introduced
which wdll not involve an extra light I think it would meet
with approval. I am acquainted with the lamp you refer
to designed by Saxby & Parmer, but I am not aware of
any company having adopted the arrangement, although
it is possible that some few have been provided experi-
mentally. Yours truly,
A. M. Thompson.
H. M. Sperry, Esq.
Chicago, U. S. A.
Mr. Sperry— The lamp referred to in the letter is some-
thing like Mr. Carter’s lamp on the table. (Mr. Sperry
CHICAGO SHIP BUILDING COMPANY.
THE RAILWAY REVIEW-
18a
give a clear signal, and it has done that in two instances,
one on our road and one on the C. & N. W. I think that
the recommendations of the American S uiierintendents’
Association is quite good, and I am satisfied to stick to
white for all clear signals.
Mr. Miles— The committee says that it thinks the “Car-
ter” light with a distant signal is practicable and all right,
and the main objection to that system is that it will cost
so much that it is not advisable to recommend it. I do not
think that the club should go on record as recommending
a thing that is not entirely safe and is admitted to have
faults, when they can recommend something a great deal
better that costs no more. I think that signal men should
recommend that which is safest and leave the general
managers to say what they want. If they want something
be submitted to the members to be voted on by letter
ballot : “Shall the club make any recommendation at this
time as to the colors to be used for night signals.” Carried.
The report of the committee on rules was then read by
the secretary. The report was accepted and the discus-
sion deferred until the next meeting.
WATER TANK AT ELM H URST -C. & N. W. RY.
A new water tank and stand pipe equipment has
just been installed upon the Chicago & Northwestern
Railway at Elmhurst, Illinois, which is worthy of
more than ordinary notice. This installation was
made by the U S. Wind Engine &; Pump Co.
chea^r and not as efficient, let them decide, and let the,,, of Batavia, 111., and embodies the latest and most
club recommend what is admitted to be the safest. There , 4 .- aim must
approved practice of this concern in providing equip-
ment for prompt delivery of water to locomotives. It
is a departure from the ordinary practice in that the
are several reasons for a change that have been advanced,
aside from the fact that the English have adopted the
green, and the first is the matter of strong lights,in which
the white leads all others, and then the next important
one perhaps is broken glass. 1 know of some cases where
broken glasses were found in the signals where the glass
was broken for at least two weeks, the signal was very
seldom operated and the glass was not inspected and there
might have been a serious accident on account of it. That
case may come up on any road, and I for one am not in fa-
vor of recommending white for safety when we can get
something better, and when the committee say the think
the “Carter” light is practicable.
Mr. .1. A. Wilson — It is said that the club should recom-
mend what is best and safest and leave to the general
water passages have been made unusually large, so
that the records for quick service which have been
obtained, are remarkable. The tank is 16x24 ft., and
of 50,000 gals, capacity. It is placed upon a frame of
Larimer columns, 23 ft. high. The construction of
this tower or frame work is clearly shown in the il-
lustration which was taken from a photograph, and
in which the girths and braces and the saddle attach-
ments between the girths and the columns are clearly
shown. The construction of these attachments was
in accordance with designs of Mr. William H. Finley,
Apbil 4, 1696
explained the construction of the lamp in question.)
Now the special point, as I understand it, that inter,
feres with the adoption of the green light is the cost, and
I have made some figures in this connection. In the first
place the ordinary signal casting costs S^2.25. The Chicago
& Northwestern type costs therefore, in installing
new plants it would be necessary to spend 75 cents more
l)er signal to get the double casting. So much for the
home signal. As to the distant signal, a special lamp must
be provided, as I am unable to see any method of dLstin-
guishing a distant signal aside from the combination light.
That lamp costs 14, or 7.5 cents more than the ordinary
lamp, and as you have but few distant signalsr^ ^ou do not
have to spend very much money. Of course, those figures
may seem high to some of our friends who think they
manufacture lamps at very much lower cost. We, how-
however, give the price as we see it. Now then we will
take a large division, that is as far as signals are con-
cerned, the New York division of the Pennsylvania Rail-
road and take the signal report for 1895. They had 8.50
interlocking levers, 1,110 signals, and 077 miles of track.
Now if we take, say 1,100 signals and provide new cast-
ings, it would cost, including the labor, about ^4,000, and
if we add say $1,000, for additional lamps, we will have
$5,0(X) for changing some 1,100 signals to this system. We
would also be obliged to change the lenses in the switch
lamps. I have no accurate record of the number of
switches in use, and assume that 1,000 switch lamps would
cover the New York division. We would have to provide
green lenses at about 25 cents each, and some little labor
of putting them in would add about $750 to the other to-
tal, which would make, we will say, $6,000 for changing
a division of 90 miles of four-track road, and if we take
the other divisions with the same total, we could cha nge
all the signals between Pittsburgh and New York City on
the main lines of the Pennsylvania Railroad for $;I0,00().
Possibly if you take the entire system east of Pittsburgh
it would be $50,000. West of Pittsburgh would be consid-
erably less. Of course this is a large .sum of money, but
it also represents a very large railroad system, and the
figures are purposely made .is high as possible. On other
roads, particularly mads here in the west which have not
gone into signaling as extensively as the Pennsylvania
road, the change could be made more easily. I should
say that we could change many of the lines that have a
large outfit of signals for $5,000, and when we consider
that it is theopinionof many that this change will have to
be made some day, I think it is about time to think about it
and make some preparations for it. I am informed by
reliable authority that one of the strongest reasons
why the American Railway Association did not endorse
the use of the green light was due to the influence of the
Pennsylvania railroad. When you consider that we have
made such efforts in every other direction to perfect our
interlocking appliances, and are now to be at the mercy
of a broken glass, I think it is a serious matter not to
make some move in the direction of making a change. As
to the use of wire glass— manufacturers of this kind of
glass are doing such a large business in making skylights
that they do not care about making a few signal glasses
for railroads, and it will probably be three or four years
before they will make any effort to turn out railroad sig-
nal glass with wire netting incorporated therein.
Mr. Spicer— The question of thethirdlight with the dis-
tant signal is the most troublesome question. I think we
had better not enter into that yet. I shall not attempt it.
I want to say in regard to the distant signal, that we look
at this <iuestion differently from what the English do.
Their practice is to have a red light in the distant signal,
so that practically the distant signal becomes a home or
stop signal at night, and I do not see how it can be treated
in any other way at night, but a great many of us are of
the opinion that the distant should be a distant signal by
day and night, and in order to emphasize the night signal
we brought up the third lighter some distinguishing light
for the distant signal. Now the practice of using white light
for the clear is pretty well established, and in a ma-
jority of cases serves the purpose very well, and it seems
to me that if we are stalled on this question of a third dis-
tinguishing distant signal light, that the thing to do is to
strengthen our colored glasses with a wire netting, or
strengthen the glass by making it thicker and heavier, to
resist any accidental or malicious breakage and improve
the present system in that way. It is a pretty good sys-
tem, as it is ; it served us very well for all these years and
is weak mainly in the one fact that the glass is perish-
able.
The propriety of abandoning a distant signal entirely as
such, making it a stop one, has been discussed more or
less, and has been looked at rather seriously by some peo-
ple. At a terminal or in yard work, where slow move-
ments are practic-ed, the distant signal is not of very great
importance; it can be looked at in that light; but where a
distant signal is of imiwrtance is where high .speeds are
indulged in over the cro.ssings and junctions on the main
line, so that under those conditions the distant signal is
probably the most important signal in the plant, and it in-
vites high si>eed or checks up high speed according to its
position. Where a distant signal invites high speed it in-
vites everything that tends towards a very serious wreck
in case the signal indicates improiierly. I got up to say
principally that if we have to abide by the present signal
light, the first thing to do is to make that imperishable,
and the most practical way which presents itself now is
by means of re-enfoi*cing the gla.ss either by wire netting
or by strengthening the glass, or both, making a pretty
good arrangement ever so much better.
Mr. Elliott — The only (luestion seems to be simply be-
tween the use of the “Carter” distant signal lamp for the
distant signal, or the use of white for clear, abandoning
the use of green as a caution signal. The objections I have
to the “Carter” lamp arc merely matters of preference. I
have looked for differences in the (piality of illumination,
and practically I think there is none. You can distinguish
the green and the red at about the .same distance. As to
whether the engineers would be more apt to oRserve a
green light having a red one along side it, or take more
caution therewith, I do not know. That seems to work
successfully on the Chicago & Northwestern, and they do
not have any trouble about it. The lamp, on the table, is
different from the ones generally used, in that it has the
red lens in the lamp and not the red glass in the specta-
cle. On account of the thickness of the spectacle casting,
snow would collect on the rim and blot out the light and
ELMHURST WATER TANK— CHICAGO
managers the question of how much money they want to
put into the construction. I would like to ask if the gene-
ral managers have asked for a change in the present sys-
tem of light signals? If the question of danger in using
the white for clear is more dangerous in theory than it is
in practice and if the statistics show that the wrecks or
accidents from broken glass have led the general managers
to ask for something better.
The President — The question of night signals, as I un-
deretand it, was brought up by the committee on safety
appliances appointed by the American Railway Associa-
tion and in order to ascertain the ix)sition of the various
i-oads on that question, a circular was sent to members of
the association asking their opinion as to the use of green
for clear and red for danger. My recollection as to the
reports was that a majority of the replies favored the use
of the pre.sent i>ractice, that is, white for clear and red for
danger.
So far as the recommendations of the committee are con-
cerned it seems to me if their recommendation is to be
adopted or considered it would be more consistent to go
back to the old system, putting a lens in the spectacle
casting instead of in the lamp. The liability of breaking a
lens is very much more remote than the breaking of a
piece of glass one-eight of an inch thick. The objections
of putting a lens in the spectacle casting, however, is
that j^ou cannot get a proper focus on your lamp and also
the fact that sleet and snow will accumulate in the con-
cave side and obscure the rays, I think we should be in a
position to make recommendations in regard to our de-
liberations, but 1 believe in going slow and considering
these questions very closely and we should be pi'epared to
stand by our recommendations.
It was moved by Mr. Elliott that “it is the sense of this
club that the use of red for danger, green for caution and
white for all clear is the best pi-actice according to our
liresent information”.
The foregoing motion was put to vote and declared lost.
It was moved and seconded that the following question
& NORTHWESTERN RAILWAY.— Fig. 1.
engineer of bridges of the road. According to a repoi t
made by Mr. R. C. Sattley, superintendent of bridges
and buildings of the road, who made some tests for
the purpose, the discharge of the water was found to
be 4,000 gals, per minute at Elmhurst. The stand
pipes, of which there are two, are 10 in. in diameter,
and the one through which the water was delivered
in the test was connected to the tank by 300 ft. of 12
in. pipe, in which there were three right-angle el-
bows. A 12 in. tank valve of the Halliday pattern is
placed in the bottom of the tank and a 12 in. gate
valve is placed in each of the pits near the water col-
umns. In this way either standpipe may be cut off from
the tank for repairs without losing the water in the
connecting pipe and without interferingwith the other
standpipe, or in case of damage to the connecting pipes,
the water in the tank may be saved by means of the
tank valve, w^hich is ordinarily held open. The tank
at Elmhurst has an elevation of 23 feet above the rail,
and during the test it was full of water.
A test made at Dixon, III., on a similar equipment,
was also noteworthy, in which case the stand pipe
was located at a distance of 900 ft. from the tank.
This stand pipe was 10 in. in diameter and the con-
necting pipe was 12 in. in diameter, with three right-
angle turns. The tank was raised on 20 ft. posts and
was of the same capacity as the one at Elmhurst.
The time required for discharging 3,200 gals, was H
minutes, wdiich enables a rough comparison to l>e
made of the effects of the different lengths of pipe
upon the rate of discharge. Details of the arrangement
of the w^ater column in the pit are shown in Figs.2and
3, in which Fig. 2 illustrates the arrangement for re-
turning the spout into a position parallel to the tracks
after use, and holding it there until it is again
186
THE RAILWAY REVIEW
wanted. The action of the spring, the cams and the
rollers will be readily understood by reference to the
drawing and to P''ig. 3, which shows the same parts
in elevation. In Fig. 3 the valve chamber is shown
broken away to expose the interior construction of
valve, and in this /iewalso the mechanism operating
the valve may be seen. The operating lever is lo-
cated at the end of the spout and connects by means
Fig. 2.— turning DEVICE.
of two rods and bell cranks to two rods which run
vertically downward to the cast iron collar, shown in
F'ig. 3, which surrounds the stand pipe. This collar,
by means of rollers, communicated up or down mo-
tion to the left hand end of the lever which operates
the valve. Connection between this lever and the
valve is made with the spiral spring for the purpose
of preventing too sudden closing. The valve is of the
balanced type, the pressure upon the upper and lower
Fig. 3.— valve MECHANISM.
wings of which is so adjusted as to render it easy of
operation. The little drip valve at the right consists
merely of a cylinder and a plunger, and is open when
the main valve is closed. The packing joint at the
bottom of the water column is made by means of a
brass ring cast upon the base of the stand pipe and
which is received between suitable bushing or ring,
and the flanged top of the elbow at the bottom of the
stand pipe to which the valve casing is bolted.
COMPARATIVE BOILER TEST WITH GAS
FUEL.
A copy of a report of an interesting boiler test
made for the Carrie Furnace Company, of Pitts-
burgh, by the Pittsburgh Testing Laboi-atory, has
just been received. This test was made for the pur-
pose of comparing a 250 horse power Babcock & Wil-
cox boiler with a Cahall boiler of the same nominal
capacity. It was undertaken with a view of determin-
ing the relative performances and efficiencies of the
twe types of boiler when working under practically
identical conditions. The test covered 12 hours and
was completed at 7:15 a. m., February 1, 1896. The
two boilers tested were units in two large batteries
of each of the types which furnish steam for the
pumps and blowing engines at the works mentioned.
The boilers are fired by gas from the blast furnaces
from which they receive a supply continuously. The
boilers were thoroughly clean before testing and
every precantion was taken to make the conditions
as nearly alike as possible, the only significant differ-
ence being that the gas for the Babcock & Wilcox
boiler was obtained from the main flue, whereas, the
Cahall boiler drew its supply from a side connection
of smaller diameter which was tapped into the large
ilue, thus giving the former boiler an advantage.
The Babcock & Wilcox boiler had 2,872 sq. ft. of
hea^^ing surface and the gas was fed into a combus-
tion chamber 8 ft. 6. in. wide in front by 4 ft. 6 in.
high by 3 ft. 6 in. deep. Two feet of the depth was used
to collect the ore dust as it dropped in coming
through the burner which was drawn out through
side door 13^ x 24 in. The Cahall boiler, as is well
known, has vertical water tubes to the number in
this case of 108 of 4 in. diameter. These were 22 ft.
long, giving 2,500 sq. ft. of heating surface. The
combustion chamber of the Cahall boiler is 7 ft. wide,
3 ft. 10 in. high, and 6 ft. 11 in. deep horizontally.
The ore dust was deposited in a pit below and is
drawn out through a cleaning door. The smoke
stack of the Babcock & Wilcox boiler was 4 ft. 6 in.
diameter and 107 ft., high. That of the
Cahall boiler was 38 in. in diameter and
79 feet high. Two Kennedy burners were used
for each boiler, that of the Babcox & Wilson hav-
ing a total area of 127.4 ft. sq. in., as against
181.5 sq. in. of the Cahall. No coal whatever was
used. The water was measured in two supply bar-
rels, the temperature of the escaping gases was taken
by means of pyrometers, the gas and products of
combustion were tested repeatedly during the trial
and the moisture of the steam was taken by means
of throttling calorimeters. The results of the calor-
imeter experiments showed an advantage of about
35 per cent in favor of the Cahall. Care was taken
to see that the draft in the two boilers was the same
as measured by i in. of water column. Observations
of all instruments were taken every 15 minutes
throughout the test.
A special point of interest about the test beyond
the recorded results is the fact that they were made
at the request of the users of the boilers with a view
of settling the question of efficiency and not being
directed in any way by the friends of either type,
the results may be taken as fairly representing the
actual service conditions. It should be noted, how-
ever, that while the Babcock & Wilson boiler had
gas of the better quality than its competitor, it was
handicapped to some extent by insufficient air open-
ing at the burners, and also by some leakage through
the setting. The following statement is quoted from
the report which was signed by Mr. A. D. Bellows,
general manager of the Pittsburgh Testing Labora-
tory, Limited, under whose direction the tests were
made:
The results of this comparative test in the main are not
as satisfactory as we might desire, as we should
much prefer to have seen the B. & W. boiler show a
better efficiency, but considering the fact that air was
practically excluded from the B. & W. boiler at the burn-
ers, there was a heavy percentage of the fuel unburnt in
the escaping gases. No doubt the percentage w^as really
larger than the analysis show, as air leaking in at the side
doors and at the grate door probably helped to burn some
of the CO gas just before it reached the stack, or burning
it at a point where it practically did but little good.
The bumers were fitted with collars, which were
meant to exclude most of the air. In the Cahill
Boiler, collars were also placed around the burners, but
there were saw tooth notches which let in more air than
at the Babcock & Wilcox, although the Cahall u.sed per-
ceptibly less gas. There is no doubt but that had the
Cahall had an equal amount of gas as the B. & W. and its
collars removed, it w'ould have shown a higher efficiency
and much greater development of horse ijower. The B.
& W. boiler also under better conditions would have
made a better showing, but allowing for these conditions
one who is familiar with both boiler plants cannot but be
impressed with the excellence of the Cahall boiler. That
better results should be obtained from the Cahall is only
natural, as the best results are obtained when waste gases
are used, in long tubular or return flue boilers, such as the
Cahall. In the case of the shorter water tube boilers, the
gases do not have an equal opportunity to give up all of
their heat before reaching the stack at a satisfactory tem-
perature ; that is, in the last named class of boilers, the
stack temperatures are generally much higher than the
case of the long tubular or return flue boilers, and there-
fore their efficiency lower. It is interesting to note from
the results given in the tabulated report that while the
B. & W. evaporated more water, it did so with a much
greater heating surface, and when the two boilers are
compared on an equal basis of heating surface, the Cahall
notwithstanding it had less gas,evaix)rated more water per
square foot of heating surface. That the Cahall had much
less gas was very perceptible to one standing in front of
either boiler and was due to the fact of the manner of
piping.
The Cahall boiler uses practically no coal at any time,
while the B. & W. boiler is very frequently fired quite
hard with coal when the steam is slack or
gas becomes poor. We have tested quite a num-
ber of different makes of boilers, and all our
experience has been that the Cahall can make
steam on the smallest amount of waste gases, which, of
course, is due to the high efficiency which it develops as
shown by tests made by different indcipendent engineers.
We also attach to the end of the report a graphic log
(not reproduced) which is very interesting to examine, as
it show’s with each fluctuation of gas the corresponding
fluctuation in the steam pressure, generally the dropping
in the steam pressure being directly after each casting. It
also is interesting to note that when furnace No. 1, which
is nearest the boiler, cast, the pressure w'as the least and
when furnace No. 2, which is farther from the boiler, cast,
that it made not nearlysomuch difference in the amount of
gas in the boiler. One can also see the amount of gasw^hich
the B. W. boiler had in excess of the Cahall, and note the
comparison of theii respective stack temperatures. By ex-
amining the curve of the water per hour, one sees that the
B.«& W. did its best w'ork in the first four hours and that in
the last eight hours barely kei)t ahead of the Cahall, even
running behind in the ninth and tw’elfth hours. The curve
which shows the true comparison of the two boilers is that
of the“ water evaporated per hour per square foot of heating
surface.*’ This shows that outside of the third and fourth
hours the Cahall boiler evaporated easily more w^ater per
square foot of heating surface.
tabulated results.
Dimensions and Proportions.
B. & W.
Cahall.
Number of steam drums
3
1
Diameter of steam drums
36 in.
80 in
IxMigth or hight of steam drums
. 18 ft 3 in.
6 ft. 8 in
Diameter smoke flue through steam drum.
34 in
Number of mud drums
1
1
Diameter of mud drums
12 in.
68 in
Length or bight of mud drums
. 8 ft. 6 in.
4 ft
Number of tubes
126
108
Diameter of tubes
4 in.
4 in
Length of tubes
18 ft.
22 ft
Hlglit of smokestack above burners
107 ft.
79 ft
Diameter of smokestack . .
. 4 ft. 6 in.
3 ft. 2 in
Heating surface
.2,872 sq. ft.
2,6(X) sq.ft
Fwl— Quantity .
Gas total at fimperature at burner. . . .cu. ft. 4,484,352 2,651,1)52
Gjus pt'r hour temperature at burner, .cu. ft. 37’3,61)6 220,1)96
Equivalent ga.s total at 32 deg. F ... cu. ft. 2,640,028 1,562,664
E'juivalent gas per hour at 32 deg.F cu. ft. 211,661) i:iU,222
Average heat in 1 cu. ft. of gas, at 532 deg.
F., from analyse.s of gas B. T. U. 87.0:3 1)2.05
Heat delivered to boiler, total 13. T. U. 221,0.58, «36 14:3,84:3,220
Heat (iellveml to bf iler, per liour. . .13. T. U. 18, 421, .553 11,986,9:35
Ojie pound theoretical combustible as a
standard of comparisem B. T. U. 14,500 14,500
Equivalent combustible from analyst's of
gjLS, totiil 15,24^ lbs. 9,920 lbs
Equivalent combustible from analy.ses of
gas per hour 1,270.5 lbs. 825.7 lbs
Water.
Water apparently evaporated, actual con-
dition, totals 117,406 lb.s. 107,379 lbs
Water apparently evaporated, actual con-
ditions, per hour, 9,783.8 lb.s. 8,948.3 lbs
Quality of Steam.
Entrainment (by throttling calorimeter).. . . 1.56 pr. cl. 1.16 pr. ct.
Water Actually Evaporated.
Actual conditions (corrected for entrain-
ment), total 115,584 lbs. 106 , 1 : 3:3 lbs
Actual conditions (corrtH*ted for entrain-
ment), per hour 9,6:32 lbs. 8,844.4 lbs
Economic Evapoi'aiiou per 1^000 cu.ft. of Gas at 32 Bey. F.
Water actually evaporated (correckMl for
entrainment).- 45.50 lbs. 67.92 lbs
Equivalent from and at 212 tleg. F 49.06 1 bs. 7:3.29 ll>s
Economic Evaporation per 1 lb. Equivalent Combustible.
Water actually evaporated (corrected for
entrainment) 7 58 lbs. 10.69 lbs
Equivalent from and at 212 deg. F 8.17 lbs. 11.54 lbs
Horse Power atid Heating Surface.
Heating surface per h. p. rated by makers 11.5 sq. ft 10 sq. ft
Commercial rating 250 li. j). 250 h.p.
Basis of 10 sq ft. of h. s. per h. p. (standaitl
of comi>arison) 287.2 h. p. 250 h.p.
From and at 212 deg. F. (actual) 346.2 h. p. :3iai h.p.
Centennial stindard (actual) :335.2 h. p. :308 h. !>.
:30 lb. per hr. fix)m feed water 100 deg. F.
Boilei’ crage pressure, 70 lb. Percentage
above commercial rating, centennial
standaid 34 08 pr.ct. 2:3.20 pr.ct
Percentage above rating (on equal basis of
10 sq. ft of heating .surface 16.71 pr.ct 23.20 pr.ct
Heating surface i)er h. p., c. s 8.57 sq.ft 8.12 sq.ft
C/ombustible (e<iuivalent fi-om analysis of
ga.s) per h. p., per hour 3.79 lbs. 268 lbs.
Water evaiwrated per hour, per sq. ft. of
heating surface 3.:35lbs, 3.54 lbs.
Efbiency.
Total heat absorbed by steam B. T. U. 120.369,178 110,611,604
Total heal deliveml to boiler 13. T. 17.221,058,6:36 103,84:3,220
Efficiency or percentage of total calorifli*
power utilizi*d 54.45 pr.ct 76.89 pr.ct
THE NATIONAL GAS ENGINE.
We have on several occasions in these columns
spoken of the advantages to be had by the use of gas
engines, and herewith an illustration of the Nat-
ional gas engine is shown, which is manufactured
by the Cook-Stoddard Mfg. Co., of Dayton, Ohio.
The special features of this engine are the governor
vjilves and igniter w^hich are the most essential feat-
ures of difference between gas engines.
The governor is driven directly by the shaft of the
engine wdthout a belt and has instantaneous control
of both the gas and air valves so as to prevent the
admission to the cylinder of any gas excej)t that
mixed with the proper amount air fordoing effective
work. The valves are, it is claimed, a new depart-
ure in gas engines, being so constructed as to be ab-
solutely balanced and entirely without springs. The
valve mechanism is operated from the main shaft by
an eccentric, is positive in its operation and has no
gears, cams, springs or levers. The balancing of the
valve certainly greatly reduces wear of the seat and
saves ])ower as well as wear and tear on all ])arts of
the engine.
The head of the ignitei* is formed in the shape of a
valve which is seated against the igniter chamber
April 4, 1896
THE RAILWAY REVIEW^.
187
nd prevents leakage of compressed gases withou t
other packing and therefore requires very little at--
tention. The points of the ignite r are made of plat
inum, which material it is claimed will last almost a
lifetime. The cylinder of the engine is cast with a
water jacket completely surrounding it and is cast
separate from the bed plate so it can be readily re-
paired. The crank shaft is a solid forging
and is milled into shape. The rod is forged
steel and has gun metal bear ings. Most of
the exhaust gases are discharged from the port of
the cylinder without passing through the main valve
which is a great advantage to that portion of the
engine in saving it from the most intense heat.
These engines are built in sizes varying from 2 to
40 horse power and will use either gas or gasoline.
It is claimed that these engines use from 20 to 30 cu.
ft. of illuminating gas per I. H. P., and that the me-
chanical efficiency is 85 per cent, or that 20 cu. ft.
per hour I. H. P. corresponds to 22 cu. ft. per B.H.P.
One of them is running the shop of the company at
Dayton using natural gas, and the cost per month
for producing 100 H. P. is said to be only $18 against
$85 with a steam plant, the cost of gas being 25 cents
per thousand and coal $1.20 to $1.50 per ton.
TRACK ELEVATION-N. Y.. N. H. & H. R. R.
IN BOSTON.
The extensiveness of the track elevation work now
in progress upon the N. Y., N. H. & H. Railroad has
been described and many are familiar with the gen-
eral outline of the plan, yet it will probably not be
amiss to give the following brief statement of the
plans. The tracks upon the Providence division are
to be elevated beginning at Massachusetts avenue,
rising to the south from a point on a 0.6 per cent
grade to an elevation of 18 ft. above the existing
grade at Roxbury station. From this point the aver-
age elevation is to be 20 ft. to Washington street,
Forest Hills, where the grade starts dowmward again
to meet the existing grade about 3,000 ft. further
south. The total length of the elevated portion is
about 41 miles and the grade at the ends is to be 30 ft.
to the -mile. Four tracks are to be raised, the two
center ones being used for express and the outside
ones for suburban business. New stations are to be
built upon both sides of the tracks at five differ-
ent points, connected by a subway. Sixteen grade
crossings will be eliminated and one street now cross-
ing the right of w’ay by a bridge will be carried be-
neath. This work will require sixteen bridges for
the right of way and one stone arch street bridge.
Thirteen of these will be plate girder bridges, sev-
eral of which will have one street and two sidewalk
spans. Two of the right of way bridges are steel
arches and one has stone arches. Retaining walls
are to be built on both sides of the right of way for
a distance of about a mile at the north end. A sec-
tion of the wall is shown in Fig. 1. These retaining
walls are of granite and the outside edge of the cop-
ing is to be brought to the property line.
It is proposed to elevate without interfering with
trains and without closing streets. Except at the
mile of elevation at the north end, strips of land
were purchased on each side of the original right of
way upon which temporary tracks are located for
construction purposes. From the north end to a
point a mile south thereof, the right of way averages
about 66 ft. in width and from this point to the south
end of the elevation, a width of about 200 ft. is
obtained. The two westerly tracks are to be raised
T»P f ^ \
<•-0* /A
-/ 6 -
*•1 ^
-lea-
Fio. 1.— SECTION OF RETAINING WALL.
thereon before putting the other two tra cks out of
service. The north mile of the elevation is to be done
by means of a trestle which will raise the two west
tracks to the proposed elevation at the outset from
which filling will be done. The stations and abut-
ments will be completed simultaneously with
the trestle and when the work is completed,
Fig. 4.— INTERMEDIATE BRACES.
the eastern retaining wall will be constructed where
necessary, the track on that side taken out of ser-
vice and the work for the four tracks completed.
The work has to be done without interfering with
the trains which amount to about 206 per day and
this necessitates a good deal of night >vork. The
Fig. 3.— sway BRACES.
Through the courtesy of Mr. F. S. Curtis, chief
engineer, and Mr. C. M. Ingersoll, Jr., assistant en-
gineer of construction, we are enabled to illustrate
two of the bridges which are to be employed upon
this work, namely, at Walkhill at Washington
streets. Some of the details of the former are
showm in the accompanying engravings which were
made from the working drawings. This bridge con-
sists of five plate arches at 13 ft. centers, and two
plate girders outside of these, the relative locations
of which are shown in the small diagram of Fig. 2.
The arches have a span of 50 ft. between centers of
pins. The pins are supported in the shoes shown
also in Fig. 1, each of which is held to its seat upon
the abutment by means of six 2 in. stone bolts. The
method of constructing the arches is so clearly
shown in the illustration as not to require special
explanation except to state that in the arch itself
there are three web plates, the center of which con-
tinues through the girder to its top. This center web
first and the retaining wall upon this side will be
completed throughout, at the same time filling will
be done for the tracks up that side. Temporary
trestles will be used as approaches to the bridges
wffiere necessary. The abutments for the bridges
ai*e to be built across one-half of a street at a time
and the bridge completed and the track placed
extension of the property line necessitated the mov-
ing of a large number of buildings and the construc-
tion of a conduit 18 feet in diameter and 3,000 ft. in
length to provide for the waters of Stony Brook.
The switches controling the tracks at Forest Hills
are handled by a temporary arrangement of the inter-
locking plant at that point.
is of 4 in. plate and the difference between the three
inside and the two outside arches is that the three
center ones are provided with outer webs I in. thick,
whereas the outer webs of the outside arches are i
in. thick. There are also slight differences in the
weights of the angles of the arch from f to f in., and
of the bottom plates from f to i in., and the fillers
THE RAILWAY REVIEW.
Apbil 4,
1896
between the angles are I instead of f in. in the outer
arches. It will be observed that each arch is con-
tinuous without the pin connections at the center,
which of course corresponds with the method of end
supports. The type of floor used is illustrated in sec-
tion in Fig. 2. It is composed of troughs 9^ in. deep
and 1 ft. 9 in. from center to center. The width of
the troughs at the bottom inside is 5 in. The floor is
attached to the girders by means of f x 2i in. bolts.
Gravel ballast and 6 in. ties will be used upon the
bridges.
The two outside girders are flve feet in hight and
are located at a distance of eight feet, center to cen-
ter, from the outside arch at the east side of
the bridge and at the opposite side, this girder is
placed at an angle as shown in the diagram. The
webs of these girders are S of an inch thick and the
cover plates are of the same thickness. The top
corners are square and stiffeners of x 5 x I in. an-
gles are spaced about 3 ft. 6 in. apai’t up to a point
18 ft. 5 in. from each end of the girder and between
these points, the spaces are 5 ft. 3 in. and 7 ft. 4 in.,
the greater space being at the center. The rise
of the arch is 8 ft. 2 in. Fig. 3 and Fig. 4 show the
forms of sway braces between the arches. The one
shown at the top in Fig. 3 is composed of angles,
riveted to corner plates which are in turn riveted to
stiffening angles of the extended center web of the
arch vertically in line with the pins at each end.
The diagram in Fig. 2 shows the location of the
other braces, the second from the ends being also
shown as well as the center brace in Fig. 3. Fig. 4
shows the light brace at the center of the arches be-
tween the two outside arches on each side of the
bridge, also the other light braces and the wider
brace which is placed upon each side of the center
and midway between the center and the pins. The
locations for these braces will be seen in Fig. 2
as indicated by the rivet holes in black.
The design of this bridge as well as the other
deck bridges with plate girders, which are to be
used in connection with this work, are of special in
terest from the fact that apparently permanence and
unquestioned safety have been considered without
the designer being hampered by a requirement to
keep down the cost. The construction is very heavy
and perhaps may be considered unnecessarily so,
yet no one will be disposed to quarrel with a road
upon which such thorough work is being done, be-
cause of the amount of material used. It seems a
little strange that an arch should be employed for
such work as this, but doubtless appearance is con-
sidered an important factor in connection with the
new park work which Boston has on hand in this
neighborhood. It is hoped that we shall be able to
illustrate another of these bridges within a short
time.
A LARGE ROPE WHEEL.
The large rope driving fly wheel of which the ac-
companying illustrations show the chief dimensions,
was recently shipped by the Bass Foundry & Ma-
chine Works, of Fort Wayne, Ind., to New Castle,
Pa. Fourteen car loads like the one shown in Fig. 1
have been shipped altogether, and six of these bolted
together make a fly wheel for a 36 and 70x60 in. tandem
compound Bass Corliss engine used in the rod mill
of the New Castle Wire Nail Co., and eight pieces,
make two wheels used to transmit power from two
Fig 1. -wheel LOADED FOR SHIPMENT.
28 and 50x60 in. cross compound Bass Corliss engine,
which supply power lor the large tin mill owned by
the New Castle Steel & Tin Plate (^o., this company
being a pioneer in substituting rope wheels for usual
gearing. It is stated that this is the first instance
where rope drives have been used on so large a scale
for such service and it is believed that superior work
will be produced, as the power is steadier and the
annoying “back-lash” which is inevitable with gears
will be avoided. In addition to this, the extensive
accidents which are of frequent occurrence when
gearing is employed, will be obviated. These wheels
are grooved for 2 in. ropes, of which they carry 32.
The sections of the wheel are bolted together at the
rims by U in. bolts. One of these castings weighs
40,000 lbs. and the hight upon the cars, which by the
way are low ones, was 16 ft. from the level of the rail
to the top of the rim of the wheel.
INTERLOCKING SIGNAL RULES.*
FIXED SIGNALS.
Interlocking iiignaU.—\. Interlocking signals are of the
semaphore, pattern, consisting of posts with movable
arms pointing to the right. Train movements are gov-
erned by the position of the arm by day and by the color
of the lights by night. The position and form of the arms
or the color of the lights displayed indicate danger, cau-
tion or safety.
□2. The home signal placed at or near the danger point
has one or more arms with straight ends painted red with
a wliite stripe on front side.
3. High home signals except at junction points may
have two arms on the same p()st. The upper arm*governs
the movement of trains along the main or high speed
route. The lower arm along diverging route or routes.
3a. At junction points three arms may be used. The
upper ann governs the movements of trains along the
main or high speed route, the middle arm the route of sec-
ondary importance and the lower arm all other diverging
routes.
4. The low or dwarf home signal has a single arm on a
post not over five feet high and governs movements of
trains from side track to side track, side track to main
track, and main track against the normal direction of traffic.
4a. When the arm on a single arm home signal post is in
a horizontal position or a red light displayed or when all
of the arms on a two or three arm home signal post are in
the horizontal position or all red lights displayed, it indi-
cates danger, and signal must not be passed when in this
position excepting as per Rule 13. When the arm on a
single arm home signal post or one of the arms on a two or
three arm home signal post is inclined down^vard to an
angle of 60 deg. or more, or a white (or green) light dis-
played it indicates safety and trains can proceed!
5. The distant signal placed about 1,200 ft. from the
home signal has an arm with forked end, painted green on
front side with white stripe. When the arm is in hori-
zontal position or a white (or green) light displayed, it in-
dicates caution. A train must be so controlled that it may
be stopped before reaching the home signal. When the
arm is inclined downward to an angle of 60 deg. or more,
or a white or green light displayed it indicates safety or
that the home signal or signals for the high speed route
are clear.
6. The back view of a signal in no c<ise governs a train
movement. The rear side of all signals is painted white
with black stripe.
7. When two or more parallel tracks are to be governed,
the signal may be placed on a bracket post. The posts
carrying the signals stand in the same relative position as
the tracks governed.
8. Signals are located to the right of the normal direc-
tion of traffic on single or bracket posts or on bridges over
the tracks. (Note. Any exception to this rule will be
covered by special order.)
10. A signal is given for each movement to be made.
After receiving a signal to pass in one direction a move-
ment must not be made in the opposite direction without
receiving the proper signal for such movement.
11. Movements to or from side tracks or against the
normal direction of traffic must be made with the train
under control.
12. When a signal is not visible or the arm not inclined
downward to an angle of at least 60 degrees or the light
not shown, or a w'hite light .shown when a red or green
light should be shown, it indicates danger. Train must
not proceed until every precaution is taken to insure
safety and the trouble must be promptly reported to the
liroper officer.
13. If signals are out of order or if a movement is to be
made that is not signaled, train must be brought to a
stop and only proceed through the limits of the interlock-
ng by taking every precaution in accordance with in-
structions from the leverman.
14. Flying switches must not be made over interlocking
switches.
15. The use of sand or wasting of water must be avoided
within the home signal limits of the interlocking.
16. No engine, train, or portion of train must be allowed
to stand for any length of time within the home signal
limits of the interlocking.
17. When there is switching to be done at an interlock-
ing, the trainmen must in no case cut their train in two
before stopping, but must bring the train intact to a stop
outside of the home signal.
GENERAL RULES GOVERNING THE OPERATION AND MAINTEN-
ANCE OF INTERLOCKING PLANTS.
Operation. — 1. All signal arms must be kept normally in
the horizontal position and must not be cleared for an ap-
*A report of the committee to the Railway Signaling
Club presented March 10, 18% to be discussed at the meet-
ing of May 12, 18%.
proaching train until such train is within a mile of th
crossing. When necessary for the leverman to be absent-
from the tower, signals must be left as directed by special
order.
2. A signal must not be given until it is known that the
route is clear.
3. Immediately after operating a signal lever, the signal
must be observed to be in working order, and it must be
known that it has assumed the proper position.
4. After clearing signals for an approaching train, the
signals must not be changed, except as per Rule 5, until
after the train has passed beyond the home signal limits
of the interlocking, unless the train shall have come to a
stop outside of the home signal. No distinction must be
made between passenger and freight trains under this rule.
5. Signals may be taken away from a train at any time,
provided the leverman discovers anything that might en-
danger the safe running of the train.
6. When necessary to flag a train through the limits of
an interlocking, the signal must be given from some point
on the track, so there may be no misunderstanding as to
which train is to move. If there is but one train in sight,
signals may be given from the tower.
The signals for this purpose must be given only by green
flag or light.
7. When a route is signaled in one direction only, and a
movement is necessary in the opposite direction, over that
route, the signal lever governing the route must be un-
latched to insure that the route is set. Said lever must
then be put in the normal position and the train flagged
through the limits of the interlocking.
8. When a switch or derail is out of order so that it
cannot be operated and locked from the machine, the sig-
nal or signals that protect such defective part must be
kept at danger. When a movement is to be made over
the route or routes affected the defective switch or derail
must be spiked for the desired route and the signal lever
or levers governing the route must be unlatched to insure
that the route is set. The train must then be flagged
through the limits of the interlocking. In such a case,
trains that are to make movements over conflicting routes
must be brought to a stop before the home signal is
cleared for them.
9. When a signal arm fails to assume the horizontal
position when the operating lever is put in the normal
position, no switch or derail must be moved or conflicting
signal cleared until the arm of the defective signal has
been put in the horizontal position. Said defective signal
must not be operated for a train until it is known to be in
good working order.
10. When the signal is out of order, the arm must be
kept in a horizontal position, before flagging a train past
such signal, its lever must be unlatched to insure that the
route is set.
11. When there is a defect. in the machine or locking
making.it possible to clear a signal with a switch derail,
or lock in the wrong position or a conflicting signal clear,
the signal or signals affected must be kept at danger and
train must not be flagged past such signal or signals until
the leverman is sure that the route is set.
12. In case a signal light goes out said signal must be
kept at danger and train stopped from such a ause must bd
flagged through the limits of the interlocking, the lamp
must be relighted at the first opportunity.*
13. A switch or detector bar must never be moved when
a train covers or is closely approaching it.
14. Levers must be handled with a steady movement.
Levermen will be held responsible for any damage oc-
casioned by rough handling. If a lever moves unusually
hard or with unusual ease, the cause must at once be in-
vestigated. An attempt to force a lever must never be
made.
15. Sig^^als must be observed frequently during the
night to ascertain that the lamjis are burning.
16. During freezing weather the levers must be moved
frequently to prevent the connections from freezing in
17. Lights must be displayed from one hour before sun-
set to one hour after sunrise and when from fog or other
cause day signals cannot be seen clearly.
18. Lights must not be placed in the tower where they
can be seen from an approaching train.
19. Levermen on duty must not leave the tower except
in case of absolute necessity. ^
20. Unauthorized persons must not be permitted in the
tower.
21. In case of an accident or damage to any part of the
apparatus the proper officer must be notified immediately
22. During the day if an arm is removed from a post
trains must be stopped by flagman placed in advance of
the signal affected and must be flagged through the limits
of the interlocking in accordance with instructions from
the leverman.
23. At night if the red glass in a home signal is broken
the signal must be kept in the -danger position and a red
lantern must be substituted for the regular lamp Train
ApfiiL 4, 1896
189
THE RAILWAY REVIEW-
stopped at said sigaal must be flagged through the limits
of the interlocking.
34. At night, if the caution glass in a distant signal is
broken, i the signal must be kept in the cautionary
position and a lantern displaying a caution light must be
sub.sti tilted for the regular lam)).
25. Enginemen running their train past a danger signal,
using sand or wasting water within the home signal limits
of the interlocking must be reiiorted to the proper officer.
Maintenance . — 2fl. The plant must bo ins))ected daily.
27. All studs in crank stands, com|)ensators, detector
bars, etc., and all bolts and nuts must be kept tight.
Cotters must be kept in ))lace and ))ro))erly spread. Crank
com))ensator, and other foundations must be kept rigid
and all boxing must be kept in good repair.
28. All wire and ))ipe line connections must be kept in
l)roper adjustment.
29. Glasses and lenses must be inspected daily. They
must be kept in a clean condition. If any are cracked or
broken they must be replaced at once.
30. Switches must be inspected daily while in operation
to see that the points fit up and are properly locked.
31. Home signal arms for the danger position and dis-
tant signals for the caution position must stand at right
angle to the i)ost and either must stand at an angle of 30
degrees or less to the ))ost when clear. Arms must be
washed whenever the color of some becomes obscured by
dirt.
32. Any ))art of the a))paratus becoming so worn as to
endanger the safe working of the plant must be renewed
at once.
33. All moving parts of the iilant must be kept oiled and
free from grit. Care must be taken not to use too much
oil and all the old oil must be removed before re-oiling.
34. The tower must be kept in a neat and orderly con-
dition and tools and hand signals ready for immediate use.
;I5. Lamps must be cleaned and filled daily. They must
be lighted at least ten minutes before being taken from
the lamp room in order to properly regulate the fiame.
power of the New York Central & Hudson River
Railroad in the inspection locomotive Hudson, which
was buily for use on that road, the design having
proved to be very satisfactory in service. The loco-
motive is of the eight-wheel type, with a wagon top
boiler, the outside diameter of the first ring of
which is 42 in. The boiler and engine, owing to
their lightness, are somewhat similar in appearance
to the designs of eight-wheel engines about 20 years
ago, and yet the engine is modern in every respect.
The cylinders are 14 x 22 in., the driving wheels 62
in. in diameter and the boiler pressure 180 lbs. The
valves are of the American balance type with the
latest improvements of the American Balance Slide
Valve Co., of Jersey Shore, Pa. The engine is
equipped with Westinghouse automatic air brakes
for drivers, tender and train. It also has the Ameri-
can engine truck brake and Westinghouse air signal.
The boiler is lagged with magnesia sectional cover-
ing. Two Williams round case head lights have
been furnished and the Leach sand feeding apparatus;
the Gould coupler is carried on the pilot and rear of
the tender. The Le Chatelier water brake is ap-
plied to the cylinders and the consolidated steam car
heating apparatus, and the Boyer speed recorder are
also used. The tender frame is of 6i x 4 x f in. angle
iron and built according to the Schenectady Locomo-
tive Works’ standard, as are also the tender trucks
which are center bearing with channel irons and dia-
mond frames. The engine truck has a rigid center
and four wheels. The following table gives the chief
dimensions of the locomotive:
r uei
Weight, in w'orking oi-der
W eight on drivers
1-/1 1 V itiK w imvi ,
Total w'heel bast^
Smokestack, st might
Hight of .stack above the mil
Injectors
Tender-
Weight empty
Number of wheels
Diameter of wheels
Journals
WhtH.‘l base
W ater capacity
Coal capacity
Total whet‘1 base, engine and tender
Total length, engine and tender
Inside diam 11^ in
14 ft 3 in
Two, Monitor No. 6
»1,2.'50 lbs
8
in
414x8 in
13 ft im in
2, 500 gal
5 tons
41 ft 1 in
48 ft 7 In
We are indebted to Mr. William Buchanan and to
Mr. A. J. Pitkin for the information presented, and
the photograph of the locomotive.
Hotel Accommodations at the Convenfons.
Among the hotels at Saratoga, which will open for
the June conventions, is the Clarendon, of which
Mr. Edward P. Harris is the proprietor. Mr. Harris
is well-known to railroad men through his ^ormer
connection with the Tifft and (xenesee houses at Buf-
falo, the Gilsey house. New York, and the De Sota
at Omaha. A rate of $2.50 per day will be made at
this hotel for all those attending the conventions,
and special attention will be given to their enter-
taiment and comfort. Mr. Harris hopes to welcome
many of his old friends at the Clarendon, which is
directly opposite to the convention hall in which the
meetings will be held.
American Railway Association.
The spring meeting of the American Railway Associa-
tion will be held at the Burnett house, Cincinnati, Ohio,
on Wednesday, Aimil 15, 1896, at 11 a. m. Reports will be
SCHENECTADY INSPECTION LOCOMOTIVE FOB THE ST. LAWRENCE &
36. Any damage to the plant must be immediately in-
vestigated, and tracks and switches in a desired route
must be put in a safe condition before allowing a train to
))ass.
3T. If a signal switch or derail in a drawbridge inter-
locking plant fails to operate the connection to said defec-
tive part must be disconnected at the first split link or pin
and jaw coupling beyond the draw, in order that the
bridge coupler may be free when the bridge is to be
swung.
;18. Tampering with the machine locking will not be
allowed. Any defects in the locking must be reported to
the proper officer immediately.
39. A report of the condition of the plant including any
trouble with lamps must be sent daily to the proper officer'
or at the end of each week as may be ordered. A tool and
material report must be sent to the proper officer at the
end of each month.
40. Ignorance of these rules will not be taken as an ex-
cuse for any disregard of them.
INSPECTION LOCOMOTIVE-ST. LAWRENCE
& ADIRONDACK RAILWAY.
The accompanying illustration is taken from a pho-
tograph of an inspection locomotive recently built by
the Schenectady Locomotive Works for Mr. W. S.
Webb, president of the St. Lawrence & Adirondack
Railway. The engine is designed particularly for
inspection purposes and has sufficient power to take
President Webb’s private car, which weighs 120,000
lbs., over the heaviest grades on the line. The in-
spection room, which is a continuation of the cab, is
nicely finished in mahogany, carpeted, and furnished
with chairs for six passengers. The general features
of the engine are the same as those employed by Mr.
William Buchanan, superintendent of the motive
Cylindei’s—
Diameter 14x22 in
Diameter of piston riKi 2J4 in
Piston imcking Cast iixVn rings
Hod packing United States metallic
Steam portvs 12x1% in
Exhaust ports 12*24 in
Bridges in
Valve.s—
of Allen American balance
Travel 5 in
Outside lap in
Inside clearance pie in
I^ead of valves In full gear
1-16 in. lead, forward, % in. back motion
Valve stem packing U. 8. metallic
Wheels, etc.—
Driving wheels outside of tire 62 in. diam
Material of centers Cast steel
Tire held by. .' Shrinkage and retaining rings
Driving boxes Steeled ca.st in)n
Driving journals 64x8 in
Main crank pin journals 4x4 in
Side rod pin journals 34x3J4 in
Engine truck journals 5*8 in
Engine truck wheels 28 in
Kind of truck wheels. . ..Krupp cast iron spoke center with re-
taining rings
Boiler-
Outside diameter of first ring 42 in
Working pressure 180 lbs
Plates in barrel and outside firi'-box 7-16 and 4 in
Plates in throat in
Horizontal seams, quadrupel riveted with welt 8trii> in and
„ out, butt joints
Fire-box—
58 3-16 in
Wlflth 34% in
Depth 66 in
Plates. Sides, 6-16 in. ;back 6-16 in. ;crow’n % in. ; tube sheet 4 in
W ater space Front 4 in. ; sides and back 3 in
Staying, crown bars 44x% in
Stay Mts %x\ in. diam
Number of tubes 128
Diameter of tubes 2 in
Length over tubesheets 10 ft 7 in
Fire brick arch Supporte<lon studs
Heating surface—
Tubes 703.7 sq. ft
Fire box 80.0 sq ft
Total, grate 783.7 sq. tt
Grate 13,80 sq. ft
ADIRONDACK RAILWAY.
presented by the following committees : Executive com-
mittee ; committee on train rules ; committee on car serv-
ice ; committee on safety appliances ; joint eommittee on
interlocking and block signals ; committee on general regu-
lations for employes ; nominating committee ; and commit-
tee on standard wheel and track gauges. The annual elec-
tion of officers will take place at this meeting. Two mem-
ber's of the executive committee, three members of the
committee on train rules, and three members of the com-
mittee on general regulations for employes, will also be
elected.
Companies may be represented by their president, vice
president, general manager and general sui>erintendent, or
by any official or officials connected with the transporta-
tion or traffic department. All such officers connected
with railway companies that are members of the associa-
tion are invited to be present.
Electro-Plating a Ship’s Bottom.— The new process
designed to prevent corrosion and the accumulation of bar-
nacles, an illustrated description of which was given in
the Railw'ay Review' of Feb. 9, 1895, (page 76) has re-
cently been tried at Jersey City on the iron tugboat As-
sistance. In the process the copper was deposited from
baths about 5 ft. square and 18 in. deep, shaped so as to fit
the curvature of the hull. The baths were applied three
times, each time with a different solution. The first solu-
tion is an acid, used simply for cleaning the surface from
oxide, the second is of cyanide of copper, and the third of
sulphate of copper. The first two baths remain on the ves-
sel for about 24 hours each, and the last bath four days or
longer. For the cyanide solution a current of 6 volts and
900 amperes is used, and for the sulphate solution 3 volts
and 900 amperes. The copper deposit is about 1-16 in.
thick, and perfectly smooth and regular. The baths are
placed in suchipositions that the deposits overlap each
other on the edges, insuring the absence of joints.
190
THE RAILWAY REVIEW
Apeil 4, 1896
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Rookery^ Chicago.
CHICAGO, SATURDAY, APRIL 4, 1896.
The steel and iron makers are living in hopes.
Lake ores are fixed at the high combination level
long threatened and coke holds its own far above
what buyers regard as a fair market price. The
busiest mills are the plate iron mills. Steel billet
makers predict a rush of orders. --.The merchant
bar mills are quieter than for a month. Structural
steel buyers have a very large amount of business
to place, but show no haste in placing it. Rail
mills are far from crowded; pig iron production is
still excessive. Our enormous steel producing cap-
acity is a fact and a factor calling for a strong arm
and a conservative management. Buyers and
builders will probably have no fault to find with iron
and steel prices this year.
The report of the railroad commissioner for the
state of Rhode Island for 1895 has been received.
Like its predecessors it is fi-ank in tone and complete
in detail. Commissioner Freeman does not hesitate
to again recommend the passage of a law making
walking upon the tracks of steam raili*oads a misde-
meanor and providing that any person so trespassing
should not be allowed to enter any action for dama-
ges if injured while standing or walking upon the
tracks. While strenuous to maintain the rights of
the public in connection with the operation of rail-
ways, he is fi*ank enough to acknowledge that he
finds railroad officials desirous of doing everything
in their powei* to promote the safety and convenience
of the public. He also comments upon the freedom
from strikes among the roads during the past year
and takes occasion to suggest the influence of such
provisions as is made by the Baltimore & Ohio in
its relief department as of great value in preventing
such troubles. There is no doubt but that such in-
stitutions affect the rank and file of railway employes
for good, and if generally adopted would to a great
extent counteract the radical efforts of the more
reckless class of employes.
The lengths to which trade unionism sometimes
goes supplies many a text as to the danger of un-
checked authority. A recent case is that of the
stevedores’ union which proposed to inaugurate a
strike because five bales of goods were hoisted from
the hold of a vessel at one time, instead of four, as
prescribed by the union. These stevedores work by
the hour and the men objected to heavier slinging
because increasing the number of packages at each
hoist meant the reduction of hours occupied in un-
loading. The vessel in question used a steam hoist
so that the element of time was the only one affected.
Had the compensation for unloading been upon a
tonnage instead of the time basis, the case would un-
doubtedly have been reversed, and the sling loads
would have been increased to the extent of the power
of the steam hoist to handle them. No objection can
oe made to the effort of the laboring man to obtain
or his labor all that is possible, provided he works
injustice to no one else. In the case in question,
while it would undoubtedly be better to work by the
piece or ton instead of by the hour and thus reap the
fruit of extra effort, the desire to increase, or at
east not decrease his aggregate pay, is both natural
and right. But the steamboat is a plant of large cost
and every hour's delay means a reduction of earning
(capacity and an added expense for interest, some-
thing which the stevedore has no right to impose.
If by increasing its sling loads twenty per cent, a
material saving could be effected for the steamboat,
no objection should be made by the laboring men, al-
though provision should at the same time be made for
increasing his rate of compensation so that it would
aggregate the same as with the slower handling.
Any proposition that takes account of only one side
of the labor question cannot but fail regardless of the
source from which it emanates and the sooner the ac-
ceptance of the principle of reciprocal obligation
becomes general, the sooner will the solution of the
labor problem be found.
An English contemporary some time ago told of a
number of troubles which had been experienced at a
central electric lighting station in London owing to
the excessive vibrations which were set up by the
rapidly running engines. The trouble extended so
far from the building in which the machinery was
housed as to I’ender damage suits a serious matter.
The solution determined upon as nearly as can now
be ree ailed was the substitution of impulse engines
of the steam turbine form for those of the reciprocating
type. The vibration must have been stopped, as
nothing has been said about it recently. Some para-
graphs in the paper by Mr. H. W. York upon the
‘‘ Twenty-eighth Street Central Station ” of New
York, recently read before the American Society of
Civil Engineers, illustrates a method of preventing
such vibration by insulation w^hen a building is be-
ing constructed. The structure described has a steel
frame with a brick filling in the walls. The entire
front wall is hollow and is carried up above the roof
to prevent the noise of the machinery from annoying
the patients in a hospital which is directly across
the street. The wall on this side is really composed
of two walls, one on the outside twelve inches thick,
and one on the inside of eight inches, ’with a two-
inch air space between them. The two walls are
bonded together at every sixth course vertically by
bricks spaced twenty inches horizontally. Double
windows are also provided upon this side of the build-
ing, and the whole arrangement has been found so
successful that standing ^^irectly in front of the build-
ing it is impossible to tell whether the machinery is
in motion or not. The foundations of the engines
rest on solid rock, and to prevent any communication
of vibration from the foundations of the building to
others adjacent, the foundation walls are kept one
inch clear of all others surrounding them, and care
was also taken to insulate the brick walls of the
power house from other buildings. This proves that
where bed rock can be had for the footing of founda-
tions, vibration may be overcome with proper con-
struction, and the experience in New York is a val-
uable record in this connection. It would be of in-
terest, however, to know whether the same success
would be obtained if the foundations did not reach
the rock. Would the earth communicate the vibra-
tions under the walls without the walls themselves
vibrating. It is feared that in that case the insula-
tion might not avail.
The comparative trials of two well-known types of
stationary boilers which are recorded elsewhere in
this issue call attention in a very forcible manner to
the difference between methods of operating similar
plants in connection with manufacturing concerns
and railways. Here we have a large manufact-
uring concern using a total of nearly 3,500
horse power of boilers in two large batteries in which
blast furnace gas is used for fuel, a case in w'hich if
anywhere indifference to the comparatively slight
difference of efficiencies boilers might be consid-
ered excusable, especially when either type of boiler
used might safely be considered to be up to the best
current practice. In such a case it might be con-
sidered that the waste blast furnace gases cost noth-
ing as, if they were not employed under the boiler
they would be allowed to run to waste, which was
the case formerly. It has been found nec-
essary in this branch of manufacturing business to
look sharply after the odds and ends, and attention
to these same little details is equally important in
railway operation in which competition and low
rates are quite as effective as in manufacturing lines.
To quote again from Mr. A. C. Bird’s communica-
tion to the New. York Railroad Club with reference
to the large car problem: “There is hardly room
for doubt that the net profits which go to the stock-
holders are nothing more than the aggregate of min-
ute economies that result from modern improve-
ments. If this is not wholly so to-day, it will be in
the near future.” While it is not by any means a
new and fresh utterance, it is felt that this is an op-
portunity to compare steam boiler practice in rail-
way shops with that of large manufacturing con-
cerns like the one referred to at Pittsburgh. It is too
often thought that anything that will boil water
under pressure is adapted to fill all the requirement.s
of steam plants of railway shops. At present many
shops are supplied with steam from old locomotive
boilers or boilers of the locomotive pattern which
are built at the shops themselves. No doubt what-
ever exists of the ability of such boilers to furnish
the requisite amount of steam; so far so good, but
the question of how much that steam costs is very
seldom asked, and it seems pertinent to observe that
if a saving of a few ])er cent in evaporating effi-
ciency at a large manufacturing plant, is worth while
under the conditions stated, it is strange that more
attention is not given to the larger savings which
might be made in many shop plants. This may oe
harping on an old theme, but one must be impressed
with the necessity for it by visiting many of even
the best equipped shops on our railways. No body
offers anything but words of commendation for ef-
forts to produce pneumatic power to better advan-
tage, and while upon this line, why not go fur-
ther and attack the steam making power which is at.
the root of matters in economy of shop practice. Upon
some roads, this is being done universally and upon
others difference as great as twenty -five per cent ex-
ists between boilers in different parts of the same
plant. Suppose the bill for fuel required in heating
shops and running stationary engines to amount to
two hundred thousand dollars per year as it does on
a number of large roads, a saving of twenty-five
per cent would mean fifty thousand dollars per year
which it will be admitted, is not insignificant and this
would seem to clinch the argument favoring better
boiler plants for stationary purposes.
COURT DECISIONS AND THE ACT TO REGULATE
COMMERCE.
In view of the recent decisions of the United
States supreme court, the past two weeks may be
properly designated as an eventful period in the his-
tory of the act to regulate commerce. First came the
decision which will permit the obtaining of the evi-
dence necessary to secure the conviction of violators
of the law. This was followed by the decision in the
so-called “social circle” case, in which the long and
short haul principle as interpreted by the commis-
sion was sustained and it in thrn was followed by the
import rate case which declares the law to. be in
harmony with the principle upon which through
rates have for years been predicated. These decis-
ions are of such importance as to warrant their pub-
lication in our columns, citations and statements of
fact being omitted for want of space. If to these de-
cisions shall be added the one involving the basing
point system as used in the southern states, a dis-
tinct advance in the way of governmental regulation
of commerce will have been made.
The question of compelling testimony has hereto-
fore been thoroughly discussed in these columns and
nothing now seems necessary to be added. Indeed
the proposition that one person could plead a consti-
tutional provision as an excuse for concealing not
his own but another’s offence, w’hen it was apparent
that by no possibility could an iota of responsibility
attach to himself, was an evident absurdity and the
sooner it was removed the better.
The “SocialCircle” case has also been the subject of
comment by this journal and the line of the decision in
question follows almost exactly the opinion expressed.
There may be considerable room for doubt as to
whether the long and short haul clause of the law
is a wise i*egulation, but there cannot be any room
for doubt that the construction put upon it by the
commission in the case in question atid now sus-
tained by the supreme court is altogether within its
meaning. The arguments on this subject proceed
from two different standpoints. If a railroad is a
private property, manufacturing a commodity called
transportation, which is perishable if not used at the
time of manufacture; and if a railroad has no other
responsibility to the public than that of a private
person there is little doubt but that the act to regu-
late commerce is a menace to, if not an actual trans-
gression of its rights. But if the conduct of transporta-
tion is primarily a public function and only inci-
dentally a means of private gain, then there would
appear to be no question not only as to the legiti-
macy of the law but also the construction put upon
it by the commission and confirmed by the court.
The second point made by the court in this case is
not less important than that already referred to. It
will be noted that in effect the court holds that
where a road lying wholly within one state accepts
traffic from a connecting line which originates with-
out the state, thereby comes under the supervision
of the- Interstate Commerce Commission, and is de-
barred from exempting any portion of its line from
such supervision on such traffic. The point turns
upon what constitutes a continuous shipment. There
is a sharp distinction made between a shipment which
is intra-state and merchandise originating outside of
April 4, 1896
191
the state in which it is offered for transportation.
The court rules that a consignment of goods offered
by a shipper (not a connecting carrier) on which
there exists no contract for carriage to the designa-
ted destination was properly exempt from the pro-
visions of the interstate commerce law; whereas, a
consignment under contract for transportation to any
point is held to be an interstate shipment for the
entire distance irrespective of the fact that a road
entering into such transportation may be wholly
located within a single state, and may charge for its
service and its local state rates. Incidentally, it
may be observed that this ruling has an important
bearing upon the transit privileges so common
throughout the west. It will be difficult for rail-
roads to treat as a continuous shipment wheat origi-
nating in Dakota consigned to Minneapolis, and
exchanged for flour of equal weight for transporta-
tion to a more distant point.
Perhaps the most important point in the decision is
that which holds from the commission the power to
prescribe rates. It is admitted that the question of rea-
sonableness is properly determinable by the com-
mission, but that the act to regulate commerce does
not confer the ])ower to fix rates. The position has
been taken by this journal, and which seems to be
supported by the decision, that it was fairly within
the province of the commission not only to deter-
mine whether a given rate was or was not reasonable,
but also to prescribe the limit of reasonableness;
that is to say, to fix a maximum and minimum beyond
which carriers might not go but within which they
were at liberty so far as the question of reason abJe-
ness is concerned to fix their own rates. It is mani-
festly impossible for the commission to be sufficiently
advised of all the circumstances entering into the
case to enable it to prescribe definite rates on certain
traffic. The influence of a rate is so widespread and
reaches to traffic which at first sight is ap])arently so
remote as to be v/holly beyond its reach that it would
be necessary in each case to take into consideration
the entire rate system of the country. No doubt the
commission will be glad to escape such a responsi-
bility. It is evident that in its rulings heretofore
made in this connection it has acted from a sense of
duty rather than from any disposition to assume any
additional or douV>tful perogatives, and that it will
gladly forego any further labor in that direction.
The court also takes occasion in this same decision
to express its disapproval of the methods of ])roeed-
ure so frequently adopted by the railroads of with-
holding when before the commission evidence vital
to the case and afterwards presenting such evidence
before the court. This expression of disapproval
should have a marked influence upon congress in
connection with the pending amendment of the act
to regulate commerce, which will effectually prevent
such practice.
The decision in the import rate case and some com-
ments thereon will be presented next week.
THE BASIS OF PIECE WORK SYSTEMS.
An addition to the literature of piece work which
is of a very practical nature was presented in the
form of a paper to the Western Railway Club, read
at the March meeting by Mr. G. L. Potter, and
which was reproduced nearly in full in our issue of
last week. The piece work system is growing in
favor and while some roads after having adopted it
have laid it aside, it certainly seems that the plan
itself must be at fault if success is not attained in its
use, as there is no question as to the desirability of
an arrangement whereby the men receive compensa-
tion in accordance with their abilities. This is based
upon a recognized factor of social economy, competi-
tion, and if a fair arrangement of prices is made, one
of the worst results toward which oi-ganized labor is
now drifting will unquestionably be minimized, if not
eventually prevented. There is little work now
b(3ing carried on about railroad shops which cannot
be placed upon the piece price basis. It applies very
generally and is adopted with locomotive runners
and trainmen where it is eminently successful. The
problem is in all cases to fix the rates satisfactorily
so that there will be no tendency to cut the price if
men are found to be making what might l)e termed
••too good a thing" from their work. It is the rule
generally in establishing piece work that ])rices are
so fixed that w^hen the great advantage in output
which is induced by the establishment of piece work,
brings a man's wages to a high figure as compared
to what he was getting on day wages, the employers
l>ecome frightened and reduce the price, which
amounts to a punishment to the man for his efforts
to increase the volume of his work.
Much has been written upon this subject, and while
the beneficial features of a piece work plan have been
urged strongly, enough attention has not been given
THE RAILWAY REVIEW .
to some of the vital points which are necessary to
the success of the scheme. Mr. Potter shows the
improvement which may be made in removing and
replacing a draft rigging to be twenty-one per cent
to the company and a gain of forty-four per cent in
removing and replacing a body bolster. The propor-
tion saved by piece work in removing and replacing
an end sill is over twenty-five per cent. The pay of
the workmen is also increased about twenty per cent.
The experience with piece work in the shops of the
Baltimore & Ohio Railroad where car and locomo-
tive work are both carried out on the piece work
plan has been stated as an improvement to the com-
pany of getting sixteen per cent more work for the
same money and the men receive eight per cent more
pay. Piece work therefore offers great inducements
and there are good prospects of a lai-ge increase in
the number of roads which are going into it, and of
these it seems advisable to call attention to the fact
that a large amount of labor and preparation is nec-
essary in order to carry out any plan to successful
completion. Upon the Baltimore & Ohio the plan in
use is exceedingly comi)rehensive and well worked
out. The list of prices in use there is very long and
shows that an enormous amount of wwk must have
been done by the officers of the mechanical depart-
ment to complete the arrangements and establish
the rates.
The prices are made up for each individual item
and the list covers one hundred twenty pages of forms
which are issued to the shops for correction four
times per year. There lies the difficulty in the
changes which are made in the prices. The only
objection of any account which is raised to piece
work systems is that brought up by the men, who
fear to be unfairly treated. When not properly
worked out and administered, workmen in in-
dustrial establishments are led to oppose it
strongly and Mr. P. W. Taylor opened his paper on
piece work before the American Society of Mechani-
cal Engineers last summer by the following state-
ment. •‘The ordinary piece work system involves a
permanent antagonism between employers and
men, and a certainty of punishment for each
workman who reaches a high rate of effi-
ciency. The demoralizing effect of this system is
most serious^ Under it even the best workmen are
forced continually to act the part of hypocrites, to
hold their own in the struggle against the encroach-
ment of their employers.” These words are from
one who has gone thoroughly into the subject and
who has arranged a price rate system which seems
entitled to be called successful as it has been em-
ployed by the Midvale Steel Company of Phila-
delphia for the past eleven years, during which time
the results are said to have been most satisfactory.
If readers have not kept Mr. Taylor's plan in mind
they will find it explained and commented upon in
the Railway Review of .July 13, 189.5.
It may be argued that a piece rate should not be nec-
essary and that men should be driven to their utmost
efforts without any inducement in the form of in-
creased revenues, but as “there is a good deal of
human nature in man” this method is without doubt
doomed to fall far short of the results which may be
obtained by piece work, which seems unquestionably
to be the plan of the futiu-e. Mr. Potter mentions
several important advantages in piece work, namely, a
benefit to both parties involved, and also it is a method
by which poor men give place to better ones. He
also finds that close inspection of work is necessary
in order to defend himself against defective work-
manship. He realizes the importance of getting at
the correct basis of prices, as shown by the following
quotations from his paper: “The difference in time
required to remove the corresponding parts on differ-
ent cars (even though they may be of the same de-
sign), and the difference in the time required by dif-
ferent men to perform the same work, and the get-
ting out of the parts in small numbers, are the main
diffic.ilties encountered in arriving at prices that are
fair to ])Oth employer and employe. This can be ac-
complished only by thorough and careful investiga-
tion, extending over considerable time and averaging
as many performances of the different operations as
possible. When the work has been carried through
to a successful issue the results will well repay for
the labor expended.” The last sentence is good tes-
timony. The only way in which failure may result
is in neglecting the first fixing of the rate and the
maintenance of the rate as long as the conditions
upon which the rate was based do not change. The
piece work system when “carried out to a successful
issue" is one of the best ways offered whereby an
employer can do justice to his men and simultane-
ously he can greatly cheapen the cost of production.
The rate making is easily the most important part of
any piece work plan. That this, howevei*, is not ap-
preciated even by the men most interested in the
cheapening of industrial manufacturing is shown by
the fact that in the discussion of Mr. Taylor's paper
referred to only one out of fourteen engineers paid
any attention to this phase of the question. The cost
of doing this part of the work need not be great, but
a scheme cannot be completed, nor can it be con-
tinued in operation, without showing on the pay
rolls in the form of clerk hire. There is no system
in use which can be considered as beyond its infancy
but the awakening of interest in the subject cannot
fail to produce valuable ground for future develo])-
ment.
THE RECENT DECISIONS OF THE UNITED
STATES SUPREME COURT.
bo important and so far-reaching are the decisions
recently handed down by the United States supreme
court that a knowledge of their general tenure is
almost imperative. For that reason it is proposed to
publish the opinions (statement of the case and cita-
tions omitted) that their force and scope may be fully
realized.
THE “hhowx” case— compelling testimony.
The case involves an alleged incompatibility between
that clause of the fifth amendment to the constitution,
which declares that no person “ shall be compelled in any
criminal case to be a witness against himself,” and the act
of congress of Feb. 11, 1893, (27. Stat. 443,) which enacts
that “no person shall be excused from attending and testi-
fying or from producing books, papers, tariffs, contracts,
agreements and documents before the Interstate Com-
merce Commission, or in obedience to the subpoena of the
commission, ... on the ground or for the reason that
the testimony or evidence, documentary or otherwise, re-
quired of him, may tend to criminate him or subject him
to a penalty or forfeiture. But no person shall be prose-
cuted or subjected to any penalty or forfeiture for or on
account of any transaction, matter or thing, concerning
which he may testify, or produce evidence, documentary
or otherwise, before said commission, or in obedience to
its supboena, or either of them, or in anj^ such case or pi*o-
ceeding.”
The act is supposed to have been passed in view of the
opinion of this court in Counselman vs. Hitchcock, (142
L. S. 547), to the effect that section 860 of the revised
statutes, providing that no evidence given by a witness
shall be used against him, his property or estate, in any
manner, in any court of the United States, in any criminal
proceeding, did not afford that complete protection to the
witness which the amendment was intended to guarantee.
The gist of that decision is contained in the following ex-
tracts from tlie opinion of Mr. Justice Blatchford, refer-
ring to section 860: “It could not, and would not, pre-
vent the use of his testimony to search out other testi-
mony to be used in evidence against him or his property,
in a criminal proceeding in such court. It could not pre-
vent the obtaining and the use of witnesses and evidence
which should be attributable directly to the testimony he
might give under compulsion, and on which he might be
convicted, when otherwise, and if he had refused to an-
swer, he could not possibly been convicted.” And again:
We are clearly of opinion that no statute which leaves
the party or witness subject to prosecution, after he an-
swers the criminating question put to him, can have the
effect of supplanting the privilege conterred by the consti-
tution of the United States. Section 860 of the revised
statutes does not supply a complete protection fi*om all the
perils against which the constitutional prohibition was
designed to guard, and is not a full substitute for that
prohibition. In view of the constitutional jirovision, a
statutory enactment, to be valid, must afford absolute im-
munity against future prosecutions for the offence to which
the question relates.”
The inference from the language is that, if the statute
does afford such immunity against future prosecution, the
witness will be compellable to testify. So also in Emery’s
case, (107 Mass. 172, 185,) and in Cullen vs. Common-
wealth, (24 Gratt. 624,) upon which much reliance was
placed in Counselman vs. Hitchcock, it was intimated that
the witness might be required to forego an appeal to the
protection of the fundamental law, if he were first se-
cured from future liability and exposure to be prejudiced,
in any criminal proceeding against him, as fully and ex-
tensively as he would be secured by availing himself of the
privilege accorded by the constitution. To meet this con-
struction of the constitutional provision, the act in ques-
tion was passed, exempting the witness from any prose-
cution on account of any transaction to which he may
testify. The case before us is whether this sufficiently
satisfies the constitutional guaranty of protection.
The clause of the constitution in question is obviously
susceptible of two interpretations. If it be construed liter-
ally, as authorizing the witness to refuse to disclose any
fact which might tend to incriminate, disgrace or expose
him to unfavorable comments, then as he must necessarily
to a large extent determine uix)n his own conscience and
responsibility whether his answer to the proposed (jues-
tion will have that tendency. The practical result would
be that no one would be compelled to testify to a mat eria
fact in a criminal case unless he chose to do so, or urUssl
it was entirely clear that the privilege was not set up in
good faith. If, upon the other hand, the object of the pro-
vision be to secure the wituess against a criminal prosecu-
tion, wiiich might be aided directly or indirectly by his
disclosure, then, if no such prosecution be possible — in
other words, if his testimony operate as a complete par-
don for the offense to which it relates — a statute abso-
lutely securing to him such immunity from prosecution
would satisfy the demands of the clause in question.
The maxim nemo teuetur mpaum accusare had its origin in
a protest against the inquisitorial and manifestly unjust
methods of interrogating accused persons which has long
obtained in the continental system, and until the expulsion
of the Stuarts from the British throne in 1688, and the
erection of additional barriers for the protection of the
lieople against the exercise of arbitrary power, was not
192
THE RAILWAY REVIEW.
APiiiL 4, 1896
uncommon even in England. While the admissions or con-
f(',ssions of the prisoner when voluntarily and freely made,
have always ranked high in tue scale of incriminating evi-
dence, if an accused person be asked to explain his appar-
ent connection vvith a crime under investigation, the ease
with which the questions put to him may assume an in-
(luisitorial character, the temptation to press the witness
unduly, to bi’owbeat him if he be timid or reluctant, to
push him into a corner, and to entrap him into fatal con-
tradictions, which is so painfully evident in many of the
earlier state trials, notably in those of Sir Nicholas Throck-
morton, and Udal, the Puritan minister, made the system
so odius as to give rise to a demand for its total abolition.
The change in the English criminal precedure in that par-
ticular seems to be founded ui)Oii no statute and no judicial
opinion, but upon a general and silent acciuiescence of the
courts in a popular demand. But however adopted, it has
become firmly imbedded in English as well as American
jurisprudence. So deeply did the iniquities of the ancient
system impress themselves unon the minds of the Ameri-
can colonists that the states with one accord made a de-
nial of the right to question an accused person a part of
their fundamental law, so that a maxim, which in En-
gland was a mere rule of evidence, became clothed in this
country with the imimegnibility of a constitutional enact-
ment.
Stringent as the general rule is, however, certain classes
of cases have always been treated as not falling within
the reason of the rule, and therefore constituting apparent
exceptions. When examined these cases will all be found to
be based upon the idea that, if the testimony sought can-
not ix)ssibly be used as a basis for, or in aid of, a criminal
prosecution against the witness the rule ceases to apply,
its object being to protect the witness himself, and no one
else — much less that it shall be made use of as a pretext
for securing immunity to others. (Here follows a long list
of citations. )
All of the cases above cited proceed upon the idea that
the ])rohibition against his being compelled to testify
against himself presupposes a legal detriment to the wit-
ness arising from the exposure. As the object of the first
eight amendments to the constitution was to incorporate
into the fundamental law of the land certain principles of
natural justice which had become permanently fixed in the
jurisprudence of the mother country, the construction
given to those principles by the English courts is cogent
evidence of what they were designed to secure and of the
limitations that should be put upon them. This is but an-
other application of the familiar rule that where one state
adopts the laws of another, it is also presumed to adopt
the known and settled construction of those laws bv the
courts of the state from which they were taken. (Cath-
cart vs. Robinson, 5 Pet. 264, 280; McDonald vs. Hovey,
llOU. S. 619.)
The danger of extending the principle announced in
Counselman vs. Hitchcock is that the privilege may be put
forward for a sentimental reason, or for a purely fanciful
protection of the witness against an imaginary danger,
and for the real purpose of securing immunity to some
third person, who is interested in concealing the facts to
which he would testify. Every good citizen is bound to
aid in the enforcement of the law, and has no right to per-
mit himself, under the pretext of shielding his own good
name, to be made the tool of others, who are desirous of
seeking shelter behind his privilege.
The act of congress in question securing to witnesses im-
munity from prosecution is virtually an act of general am-
nesty, and belongs to a class of legislation which is notun-
common either in England, (2 Taylor on Evidence, sec.
1,455, where a large number of similar acts are collated,)
or in this country. Although the constitution vests in
the president, “power to grant reprieves and pardons for
offenses against the United States, except in cases of im-
peachment,” this power has never been held to take from
congre.ss the power to pass acts of general amnesty, and is
ordinarily exercised only in cases of individuals after con-
viction, although, as was said by this court in Ex parte
Garland, (4 Wall. 333, 380,; “it extends to every offense
known to the law, and may be exercised at any time after
its commission, either before legal proceedings are taken,
or during their pendency, or after conviction and judg-
ment.
It is entirely true that the statute does not purport, nor
is it possible for any statute, to shield the witness from
the personal disgrace or opprobrium attaching to the ex-
posure of his crime ; but, as we have already observed, the
authorities are numerous and very nearly uniform to the
effect that, if the proposed testimony is material to the
issue on trial, the fact that the testimony may tend to de-
grade the witness in i)ublic estimation does not exempt
him from the duty of disclosure. A person who commits a
criminal act is bound to contemplate the consequences of
exposure to his good name and reputation, and ought not
to call upon the courts to protect that which he has him-
self esteemed to be of such little value. The safety and
welfare of an entire community should not be put into the
.scale against the reputation of a self-confessed criminal,
who ought not, either in justice or in good morals, to re-
fuse to disclose that which may be of great public utility,
in order that his neiglibors may think well of him. The
design of the constitutional privilege is not to aid the wit-
ness in vindicating his character, but to protect him
against being compelled to furnish evidence to convict him
of a criminal charge. If he secure legal immunity from
prosecution, the possible impairment of his good name is a
penalty which it is reasonable he should be compelled to
pay for the cx)mmon good. If it be once conceded that the
fact that his testimony may tend to bring the witness into
disrepute, though not to incriminate him, does not entitle
him to the privilege of silence, it necessarily follows that
if it also tends to incriminate, but at the same time oper-
ates as a pardon for the offense, the fact that the disgrace
remains no more entitles him to immunity in this case than
in the other.
It is argued in this connection that, while the wit-
ness is granted immunity from prosecution by the
federal government, he does not obtain such immu-
nity against prosecution in the state courts. We
are unable to appreciate the force of this suggestion.
The act in (luestion contains no suggestion that it is to be
applied only to the federal courts. It declares broadly
that “no person shall be excused fix)m attending and
testifying . . . before the Interstate Commerce Com-
mission . . .on the ground . . . that the testimony
. . . required of nim may tend to criminate him,” etc.,
“But no person shall be prosecuted or subjected to any
penalty or forfeiture for or on account of any transaction,
matter or thing concerning which he may testify, ”etc. 1 1 is
not that he shall not be prosecuted for or on account of any
crime concerning which he may testify, which might possi-
bly be urged to apply only to crimes under the federal law
and not to crimes, such as the passing of counterfeit money,
etc., which are also cognizable under state laws; but the
immunity extends to any transaction, matter or thing con-
cerning which he may testify, which clearly indicates
that the immunity is intended to be general, and to be ap-
plicable whenever and in whatever court such prosecution
may be held.
But even granting that there were still a bare po.ssibility
that by his disclosure he might be subjected to the crimi-
nal laws of some other sovereignty, that, as Chief Justice
Cockburn said in Queen vs. Boyes, (I B. & S. 311,) in re-
ply to the argument that the witness was not protected
by his pardon against an impeachment by the house of
commons, it is not a real and probable danger, with ref-
erence to the ordinary operations of the law in the
ordinary courts, but “a danger of an imaginary and un-
substantial character, having reference to some extra-
ordinary and barely possible contingency, so improbable
that no reasonable man would suffer it to influence his
conduct.” Such dangers it was never the object of the
provision to obviate.
The same answer may be made to the suggestion that
the witness is imperfectly protected by reason of the fact
that he may still be prosecuted and put to the annoyance
and expense of pleading his immunity by way of confession
and avoidance. This is a ‘detriment which the law does
not recognize. There is a possibility that any citizen, how-
ever innocent, may be subjected to a civil or criminal pro-
secution, and put to the expense of defending himself, but
unless such prosecution be malicious, he is remediless, ex-
cept so far as a recovery of costs may partially indemnify
him. He may even be convicted of a crime and suffer im-
prisonment or other punishment before his innocence is
discovered, but that gives him no claim to indemnity
against the state, or even against the prosecutor if the ac-
tion of the latter was taken in good faith and in a reason-
able belief that he was justified in so doing.
In the case under consideration, the grand jury was en-
gaged in investigating certain alleged violations of the in-
terstate commerce act, among which was a charge against
the Allegheny Valley Railway Company of transporting
coal of the Union Coal Company from intennediate points
to Buffalo, at less than the established rates between the
terminal points, and a further charge of discriminating in
favor of such coal company by rebates, drawbacks or com-
missions on its coal, by which it obtained transportation
at less than tariff rates. Brown, the witness, was the
auditor of the road, whose duty it was to audit the ac-
counts of the officers, and the money paid out by them.
Having audited the accounts of the freight department
during the time in question, he was asked whether he
knew of any such discrimination in favor of the Union
Coal Company, and declined to answer upon the ground
that he would thereby incriminate himself.
As he had no apparent authority to make the forbidden
contracts, to receive the money earned upon such contracts,
or to allow or paj’ any rebates, drawbacks or commissions
thereon, and was concerned only in auditing accounts, and
passing vouchers for money paid by others, it is difficult to
see how, under any construction of section 10 of the inter-
state commerce act, he could be said to have wilfully done
anything, or aided or abetted others in doing anything, or
in omitting to do anything, in violation of the act— his
duty being merely to see that others had done what they
purported to have done, and that the vouchers rendered
by them were genuine. But, however this may be, it is
entirely clear that he was not the chief or even a substan-
tial offender against the law, and that his privilege was
claimed for the purpose of shielding the railway or its of-
ficers from answering a charge of having violated its pro-
visions. To say that, notwithstanding his immunity from
punishment, he would incur personal odium and disgrace
from answering these questions, seems too much like an
abuse of language to be worthy of serious consideration.
But, even if this were true, under the authorities above
cited, he would still be compelled to answer, if the facts
sought to be elucidated were material to the issue.
If, as was justly observed in the opinion of the court be-
low, witnesses standing in Brown’s position were at lib-
erty to set up an immunity from testifying, the enforce-
ment of the interstate commerce law or other analogous
acts, wherein it is for the interest of both parties to con-
ceal their misdoings, would become impossible, since it is
only from the mouths of those having knowledge of the in-
hibited contracts that the facts can be ascertained. While
the constitutional provision in question is justly regarded
as one of the most valuable prerogatives of the citizen, its
object is fully accomplished by the statutory iramunity,and
we are, therefore, of opinion that the witness was com-
pellable to answer, and that the judgement of the court be-
low must be affirmed.
THE “social circle” CASE.
Mr. Justice Shiras delivered the opinion of the court.
The investigation before the Interstate Commerce Com-
mission resulted in an order in the following terms :
“It is ordered and adjudged that the defendants, the
Cincinnati, New Orleans & Texas Pacific Railway Com-
pany, the Western & Atlantic Railroad Company and the
George Railroad Company, do, upon and after the 20th day
of July, 1891, wholly cease and desist from charging or re-
ceiving any greater compensation in the aggregate for the
transportation in less than carloads of buggies, carriages,
and other articles classified by them as freight of first
class, for the shorter distance over the line formed by
their several railroads from Cincinnati, in the state of
Ohio, to Social Circle, in the State of Georgia, than they
charge or receive for the transportation of said articles in
less than carloads for the longer distance over the same
line from Cincinnati aforesaid to Augusta, in the State of
Georgia ; and that the said defendants, the Cincinnati, New
Orleans & Texas Pacific Railway Company, do also, from
and after the 20th day of July, 1891, wholly cease and desist
from charging or receiving any greater aggregate com-
l)ensation for the transportation of buggies, carriages, and
other first-class articles in less than carloads, from Cin-
cinnati aforesaid to Atlanta, in the State of Georgia, than
one dollar per hundred pounds.”
The decree of the circuit court of appeals, omitting un-
important details, was as follows :
“It is ordered, adjudged and decreed . . . that this
cause be remanded to the circuit court, with instructions
to enter a decree in favor of the complainant, the Inter-
.state Commerce Commission, and against the defendants,
the Cincinnati, New Orleans & Texas Pacific Railway
Company, the Western & Atlantic Railroad Company, and
the Georgia Railroad Conijiany, commanding and restrain-
ing the said defendants, their officers, servants and attor-
neys, to cease and desist from making any greater charge
in the aggregate on buggies, carriages, and on all other
freight of the first class carried in less than carloads from
Cincinnati to Social Circle that they charge on such freight
from Cincinnati to Augusta ; that they so desist and re-
frain within five days after the entry of the decree, and
in case they or any of them shall fail to obey said order
condemning the said defendants and each of them to pay
one hundred dollars a day for every day thereafter they
shall so fail, and denying the relief prayed for in relation
to charges on like freight from Cincinnati to Atlanta.”
It will be observed that, in its said decree, the circuit
court of appeals adopted that portion of the order of the
commission which commanded the defendants to make no
greater charge on freight carried to Social Circle than on
like freight carried to Augusta, and disapproved and an-
nulled that portion which commanded the Cincinnati.New
Orleans & Texas Pacific Railway Company and the West-
ern & Atlantic Railroad Company to desist from charg-
ing for the transportation of freight of like character from
Cincinnati to Atlanta more than one dollar per hundred
pounds.
The railroad companies, in their appeal, complain of the
decree of the circuit court of appeals in so far as it affirm-
ed that portion of the order of the commission which af-
fected the rates charged to Social Circle. The commission
in its appeal complains of the decree in that it denies the
relief prayed for in relation to freight from Cincinnati to
Atlanta.
The first question that we have to consider is whether
the defendants, in transporting property from Cincinnati
to Social Circle, are enraged in such transportation “un-
der a common control, management or arrangement for a
continuous carriage or shipment” within the meaning of
language, as used in the act to regulate commerce.
We do not understand the defendants to contend that
the arrangement whereby they carry commodities from
Cincinnati to Atlanta and to Augusta at through rates
which differ in the aggregate from the aggregate of the
local rates between the same points, and which through
rates are apportioned between them in such a way that
each receives a less sum than their respective local rates,
does not bring them within the provisions of the statute.
What they do claim is that, as the charge to Social Circle,
being ^1.37 per hundred pounds, is made up of a joint rate
between Cincinnati and Atlanta, amounting to :?1.07 per
hundred pounds, and 30 cents between Atlanta and Social
Circle, and as the $1.07 for carrying the goods to Atlanta
is divided between the Cincinuati, New Orleans & Texas
Pacific and the Wcotern & Atlantic, 75 1-10 cents to the
former and 31 1-10 cents to the latter, and the remaining
30 cents, being the amount of the regular local mte, goes
to the Georgia company, such a method of carrying freight
from Cincinnati to Social Circle and of apportioning the
money earned, is not a transi>ortat ion of property between
those points “under a common control, management and
arrangement or a continuous carriage or shipment.”
Put in another way, the argument is that, as the Georgia
Railroad company is a corporation of the state of Georgia,
and as its road lies wholly within that state, and as it ex-
acts and receives its regular local rate for the transporta-
tion to Social Circle, such company is not, as to freight so
carried, within the scope of the act of congress.
It is, no doubt, true that, under the very terms of the
act, its provisions do not apply to the transportation of
passengers or property, or to the receiving, delivering,
storage or handling of property, wholly within one state,
not .shipped to or from a foreign country fi-om or to any
state or territory.
In the answer filed by the so-called “Georgia Railroad
Company” in the proceedings before the commission there
was the following allegation : “This resix)ndent says that
while no arrangement exists for a through bill of lading
from Cincinnati to Social Circle, as a matter of fact the
shipment from Cincinnati to Social Circle by the petitioner
was made on a through bill of lading, the rate of which
was fixed by adding this respondent’s local rate, from At-
lanta to Social Circle, to tlie through rate from Cincinnati
to Atlanta.”
The answer of the Louisville & Nashville Railroad Com-
pany and Central Railroad <& Banking Company of
Georgia, which companies, as operating the Geoi;gia rail-
roads, were sued by the name of the “Georgia Railroad
Company,” in the circuit court of the United States, con-
tained the following statement :
“So far as these respondents are concerned they v ill
state that on July 3, 1891, E. R. Dorsey, general freight
agent of said Georgia Railroad Company, issued a circular
to its connections earnestly requesting them that there-
after, in issuing bills of lading to local stations on the
Georgia Railroad, no rates be inserted east of Atlanta, ex-
cept to Athens, Gainesville, Washington, Milledgeville,
Augusta or points beyond. Neither before nor since the
date of said circular have these respondents, operating
said Georgia Railroad, been in any way parties to such
through rates, if any, as may have been quoted, frem Cin-
cinnati or other western points to any of the strictly local
stations on said Georgia Railroad. The stations excepted
in said circular are not strictly local stations. Both
before and since the date of said circular resjiond-
euts have received at Atlanta east bound freight
destined to strictly local stations on the Georgia Railroad
and have charged full lociil rates to such stations— said
rates being such as they were authorized to charge by the
Georgia Railroad Commission. Said i-ates are reasonably
low and arc charged to all persons alike without discn-iin-
ination.’’
Upon this part of the case the conclusion of the circuit
court was that the traffic from Cincinnati to Social Circle,
in issue as to the Georgia Railroad comi)any, was local,
THE RAIEWAY REVIEW.
and that that company was not, on the facts presented,
made a party to a joint or common arrangement such as
make the traffic to Social Circle subject to the control of
the Interstate Commerce Commission.
We are unable to accept this conclusion. It may be true
that the “Georgia Railroad company,” as a corporation of
the state of Georgia, and whose entire road is within that
state, may not be legally compelled to submit itself to the
provisions of the act of congress, even when carrying, be-
tween points in Georgia freight that has been^brought
from another state. It may be that if, in the present case,
the goods of the James and Mayer Buggy company had
reached Atlanta, and then and there, for the first time,
and independently of any existing aarangement with the
railroad companies that had transported them thither, the
Georgia Railroad company was asked to transport them,
whether to Augusta or to Social Circle, that company could
undertake such transportation free from the control of any
supervision except that of the state of George. But when
the Georgia Railroad company enters into the carriage of
foreign freight, by agreeing to receive the goods by virtue
of foreign through bills of lading, and to participate in
through rates and charges, it thereby becomes part of a
continuous line, not made by a consolidation with the for-
eign companies, but by an arrangement for the continuous
carriage or shipment from one state to another, and thus
becomes amenable to the federal act, in resi>ect to such
interstate commerce. We do not perceive that the
G .orgia Railroad company escaped from the supervision
of the commission, by requesting the foreign companies
not to name or fix any rates for that part of the transpor-
tation which took place in the state of Georgia when the
goods were shipped to local points on its road. It still left
its arrangement to stand with respect to its terminus at
Augusta and to other designated points. Having elected
to enter into the carriage of interstate freights and thus
subjected itself to the control of the commission, it would
not be competent for tlie company to limit that control, in
respect to foreign traffic, to certain joints on its road and
exclude other points.
The Circuit Court sought to fortify its position in this
regard by citing the opinion of Mr. Justice Brewer in the
case of Chicago & North-Western Railroad Co. v. Osborne
(52 Fed. Rep. 912), when that case was before the United
States Circuit Court of Appeals for the Eighth Circuit.
It is quite true that the opinion was expressed that rail-
road companies, incoriK)rated by and doing business wholly
within one state, cannot be compelled to agree to a-^jommon
control, management or arrangement with connecting
companies, and thus be deprived of its rights and powers
as to rates on its own road. It was also said that it did
not follow that, even if such a state corporation did agree
to forai a continuous line for carrying foreign freight at a
through rate, it was thereby prevented from charging its
ordinary local rates for domestic traffic originating within
the state.
Thus understood, there is nothing in that ciise which we
need disagree with in disapproving the circuit court’s view
in the present case. All we wish to be understood to hold
is, that when goods shipped under a through bill of lading
from a point in one state to a point in another, and when
such goods are received in transit by a state common car-
rier, under a conventional division of the charges, such
carrier must be deemed to have subjected its road to an
arrangement for a continuous carriage or shipment within
the meaning of the act to regulate commerce. When we
speak of a through bill of lading we are referring to the
usual method in use by connecting companies, and must
not be understood to imply that a common control, man-
agement or arrangement might noc be otherwise mani-
fested.
Subject, then, as we hold the Georgia Railroad Company
is, under the facts found, to the provisions of the act to
regulate commerce, in respect to its interstate freight, it
follows, as we think, that it was within the jurisdiction of
the commission to consider whether the said company, in
charging a higher rate for a shorter than for a longer dis-
tance over the same line, in the same dii’ection the shorter
being included within the longer distance, was or was not
transporting property, in transit between states, under
“substantially similar circumstances and conditions.”
We do not say that, under no circumstances and condi-
tions, would it be lawful, when engaged in the transport-
ation of foreign freight, for a carrier to charge more for a
shorter than a longer distance on its own line, but it is for
the tribunal appointed to enforce the provisions of the
statute, whether the commission or the court, to consider
whether the existing circumstances and conditions were
or were not substantially similar.
It has been forcibly argued that, in the present case, the
commission did not give due weight to the facts that tend-
ed to show that the circumstances and conditions were so
dissimilar as to justify the rates charged. But the ques-
tion was one of fact, peculiarly within the province of the
commission, whose conclusions have been accepted and
approved by the circuit court of appeals, and we find noth-
ing in the record to make it our duty to draw a different
conclusion.
Wo understand the record as disclosing that the com
mission, in view of the circumstances and conditions in
which the defendants were operating, did not disturb the
rates agreed upon whereby the same charge was made to
Augusta as to Atlanta, a less distant point. Some observ-
ations made by the commission in its report on the nature
of the circumstances and conditions which would justify a
greater charge for the shorter distance, gave occasion for
an interesting discussion by the -respective counsel. But
it is not necessary for us, in the present case, to express
any opinion on a subject so full of difficulty.
These views lead to an affirmance of the decree of the
circuit court of appeals, in so far as the appeal of the de-
fendant companies is concerned ; and we are brought to a
consideration of the api>eal by the Interstate Commerce
Commission.
That appeal presents the question whether the circuit
court of appeals erred in its holding in respect to the ac-
tion of the Interstate Commerce Commissission in fixing
a maximum rate of charges for the transportation of
freight of the first-class than car loads from Cincinnati to
Atlanta.
This question may be regarded as twofold, and is so pre-
sented in the assignment of error on behalf the commis-
sion, namely : Did the court err in not holding that, in
point of law, the Interstate Commerce Commission had
power to fix a maximum rate, and, if such iK)wer existed,
did the court err in not bolding that the evidence justi-
fied the rate fixed by the commission and not decreeing
accordingly?
It is stated by the commission, in its report, that “ the
only testimony offered or heard as to the reasonableness of
the rate to Atlanta in question was that of the vice presi-
dent of the Cincinnati, New Orleans Sc Texas Pacific
Company, whose deposition was taken at the instance of
the company.” And in acting upon the subject, the com-
mission say :
“ This statement or estimate of the rate from Cincin-
nati to Atlanta. (^1.01 per hundred pounds in less than car
loads,) we believe is fully as high as it may reasonably be,
if not higher then it should be, but without more thorough
investigation than it is now practicable to make we do not
feel justified in determining upon a more moderate rate
than per hundred pounds of first-class freight in less
than car loads. The rate on this freight from Cincinnati
to Birmingham, Ala., is 89 cents as compared with to
Atlanta, the distances being substantially the same.
There is apparently nothing in the nature and character
of the service to justify such difference, or in fact to war-
rant any substantial variance in the Atlanta and Birming-
ham rate from Cincinnati.”
But when the commission filed its petition in the circuit
court of the United States, seeking to enforce compliance
with the rate of one dollar per hundred pounds, as fixed by
the commission, the railroad companies, in their answers,
alleged that “the rate charged to Atlanta, namely ;^1.07
per hundred pounds, was fixed by active competition be-
tween various transportation lines, and was reasonably
low.”
Under this issue evidence was taken, and we learn,
from the opinion of the circuit court, that, as to the rate
to Birmingham, there was evidence before the court
which evidently w'as not before the commission, namely,
that the rate from Cincinnati to Birmingham,
w'hich seems previously to have been HI. 08, was
forced down 89 cents by the building of the
Kansas City. Memphis & Birmingham Railroad, W'hich
new’^ road caused the establishment of a rate of 75 cents
fiom Memphis to Birmingham, and by reason of wuiter
route to the nortlnvest such competition was brought
about that the present rate of 89 cents from Cincinnati to
Birmingham was the result.
Without stating the reasoning of the circuit court, w’hich
will be found in the report of the case' in — Fed. Rep. — ,
the conclusion reached was that the evidence offered in
that court was sufficient to overcome any prima facie case
that may have been made by the findings of the commis-
sion, and that the rate complained of was not unreasonable.
As already stated, the circuit court of appeals adopted
the view's of the circuit court, in respect to the reason-
ableness of the rate charged on first-class freight car-
ried on defendant’s line from Cincinnati to Atlanta ; and
as both courts found the existing rate to have been reason-
able, we do not feel disposed to review their finding on
that matter of fact.
We think thLs a proper occasion to express disapproval
of such a method of procedure on the part of the railroad
companies as should lead them to withhold the larger part
of their evidence from the commission, and first adduce it
in the circuit court. The commission is an administrative
board, and the courts are only to be resorted to w hen the
commission prefers to enforce the provisions of the statute
by a direct proceeding in the court, or when the orders of
the commission have been disregarded. The theory of the
act evidently is, as shown by the provision that the find-
ings of the commission shall be regarded as prima facie
evidence, that the facts of the case are to be disclosed be-
fore the commission. W^e do not mean of course, that
either party, in a trial in the court, is to be restricted to
the evidence that was before the commission, but that the
purposes of the act c?ll for a full inquiry by the commis-
sion into all the circumstances and conditions pertinent to
the questions involved.
Wliether congress intended to confer upon the Interstate
Commerce Commission the power to itself fix rates, was
mooted in the courts below, and is discussed in the briefs
of counsel.
We do not find any provision of the act that expressly,
or by necessary implication, confers such a power.
It is argued on behalf of the commission that the powder
to pass upon the reiisonableness of existing rates implies a
right to prescribe rates. This is not necessarily so. The
reasonableness of the rate, in a given case, depends on the
facts, and the function of the commission is to consider
these facts and give them their proper weight. If the
commission, instead of withholding judgment in such a
matter until an issue shall be made and the facts found,
itself fixes a rate, that rate is prejudged by the commission
to be reasonable.
We prefer to adopt the view' expressed by the late Jus-
tice Jackson, when circuit judge, in the case of the Inter-
state Commerce Commission vs. Baltimore Sc Ohio Rail-
road Co., (48 Fed. Rep. 87,) and w'hose judgment was
affirmed by this court, (145 U. S. 2t>3;)
“Subject to the tw'o leading prohibitions that their
charges shall not be unjust or unreasonable, and that they
shall not unjustly discriminate, so as to give undue prefer-
ence or disadvantage to persons or traffic similarly circum-
stanced, the act to regulate commerce leaves common car-
riers as they were at the common law, free to make special
contracts looking to the increase of their business, to
classify their traffic, to adjust and apportion their rates so
as to meet the necessities of commerce, and generally to
manage their important interests upon the same principles
w hich are regarded as sound, and adopted in other trades
and pursuits.”
The decree of the court of appeals is affirmed.
[The Import Rate Decision w ill appear next week.]
PERSONAL.
Mr. F. W. Boye, Jr., first assistant treasurer of the Big
Four at Cincinnati, retired April 1, to engage in business
for himself.
Mr. John Gill, formerly general agent of the Fruit
Grow'ers’ Express, has received the api)ointment of Pacific
Coast agent of the West Shore Fast BYeight Line. He
will establish headquarters in San Francisco.
Mr. Ira M. Luddington has resigned as superintendent of
the Rochester & Lake Ontario Railroad, his resignation
to take effect on April 1 .
Benjamin F. Kaup has been appointed division
freight agent of the Baltimore & Ohio, on the Chicago
division, to succeed Mr. E. M. Davis, transferred.
Mi\ F. S. Higbid, roadmaster of the eastern division of
the Erie, with headquartera at Jersey City, N. J., has been
promoted to assistant to Chief Engineer O. W. Buchholz.
who was for a long time connected
with the Erie Fast Freight Line Company at Indianapolis,
^mp'^ Mexico from njuries ifrom an exploding
Mr.F.A.Brady’for several years agent for the Erie Rail-
road at Leavittsburg,Ohio,has been promoted to a position
with the same company as superintendent on the dock in
Cleveland.
Mr. E. I.. Northrop, traveling agent of the Nickel Plate
last freight line, has been promoted to the position of
agent of the line, with headquarters in Columbus,succeed-
ing Andrew Stevenson, resigned.
Mr. J . C. McKinley has been appointed master of trans-
portation of the IMttsburgh, Shenango & Lake Erie, vice
Mr. M. L. Osterhout, resigned. Mr. McKinley was pro-
moted from a passenger conductor.
Ma^. W. L, Darling, division engineer of the Northern
Pacific, has been appointed chief engineer, succeeding Mr
E. H. McHenry, who is now receiver. The appointment
w'as made by General Manager Kendrick.
It is reported that Mr. John Walker, formerly secretarv
to \ ice President and Traffic Manager Duncan, of the
Baltimore & Ohio Southwestern, will succeed Mr. W. W.
I eabody, Jr., as assistant to the general manager.
Mr. C. L. Bliss is to succeed Mr. D. L. Patriarch as
Reading Dispatch line agent at Saginaw, the latter going
to the Michigan Central line. Mr. Bliss was city soliciting
agent and wdll in turn be succeeded by M. B. E. Rose.
Mr. F. E. Patch, general yardmaster of the Ann Arbor
at Toledo has resigned after having held that position for
seven years. Mr. Patch will be succeeded by Mr J E
Burns who has held the position of night yardmaster for
the past three years.
Mr. Edwin Dunlop, who since the resignation of Mr. W.
A. Garrett, in January, has been acting superintendent of
the Terminal Railroad Association of St. Louis, and the
St. L^uis Merchants’ Bridge Terminal Company, has been
appointed to fill that position permanently.
It has been announced that Mr. E, M. Davision divis*
fi eight agent of the Baltimore & Ohio Railroad, with
headquarters at Tiffin, O., will soon be ordered to report
at Clarksburg, Va., to take charge of the Wilmington Sc
Bellaire division of the Baltimore Sc Ohio system.
Mr. C. A. Chambers, general agent of the Cleveland,
Akron Sc Columbus at Cincinnati, has been transferred to
Columbus. There he succeeds general agent H. B. Wood,
who retires from the service of the company, as the two
offices are consolidated, and Mr. Chambers by priority of
service remains in charge.
Mr.G. W.Hallock,chairman pf the Chicago Local Passen-
ger Association, has resigned to accept the position of city
passenger agent of the Northern Pacific Railroad in Chi-
cago. Mr. Hallock has great experience in passenger af-
fairs, but has also had an excellent education in freight
affairs on several of the western roads.
Mr. A. 8. Ostrander, superintendent of the Air Line
division of the New Haven Railroad system, has resigned,
and will take the superintendency of a quarry 3 orporation
at Meriden. Mr. F. C. Pajme, superintendent of the Dan-
bury division, will succeed him. Mr. J. E. Martin, super-
intendent of the Shepaug, Litchfield Sc Northern road,
will have his duties extended to the Danbury & Norwalk
division, with headquarters at Danbury.
Mr. L. F. Moore has been officially named as freight claim
agent of the Chicago, Burlington & Quincy road, a position
he has virtually filled for a number of years, having had
entire charge of the freight claim business of the road.
Mr. Moore began railroad work with the Burlington sys-
tem and has reached his present position through his own
efforts and ability. All communications relating to freight
claims .should be addressed to Mr. Moore.
Mr. Andrew Stevenson, agent of the Nickel Plate fast
freight line at Columbus, has been appointed commercial
gaent of the Baltimore»&Ohio in charge of the Baltimore con-
tracting office ; Mr. E.M. Davis will be division freight agent,
with headquarters at Clarksburg, Va. ; Mr. George J. Lin-
coln is to be division freight agent, with headquarters at
Philadelphia; and Mr. J. A. Murray, coal and coke agent,
in charge of the traffic ea.st and west of the Ohio river.
A circular has been issued appointing W. R. McKeen,
Jr., son of W. R. McKeen, ex-president of the Vaudalia,
general foreman of the locomotive department. He will
continue general foreman’ of the car shops. A Vandalia
official is quoted as saying that there are but few men as
young as Mr.McKeen whoare so well informed in mechan-
ical arts, several ingenious devices of his invention hav-
ing been adopted by the Vandalia mechanical and machin-
ery departments.
Announcement has been made that Mr. William Long,
formerly assistant engineer of maintenance of way of the
Michigan division of the Big B^'our, had been selected as
superintendent of the new bridge of the Big Four at Lou-
isville and to have charge of the terminals of the road at
that point. Mr. Long has for some time been a road sc-
pervisor on the Michigan division, and is a civil engineer
of ability. It is stated that the appointment becomes ef-
fective early in April.
The Erie Dispatch has been making some changes and
appointments, all of which are effective April 1, as follows :
A. C. Hamaker.agent at Philadelphia, vice Comly Jenkins,
resigned ; John B. Ckichran, agent at Cleveland, vice W’.
B. Wetherell, transferred ; W. B. Wetherell, agent at St.
Paul, vice G J. Borup, resigned; Thomas J. Skidmore,
194
THE RAILWAY REVIEW
April 4, 1896
agent at Kansas City, vice W. T. Singleton, resigned ;
VV^alter C. Nason, state agent at Davenport, la. J. C.
Lewis having resigned as agent at Burlington, la., that
agency is abolished.
Mr. Henry W. Gays, heretofore traffic manager of the
St. Louis, Chicago «& St. Paul road (the Bluff Line)v has
been made general manager. General Superintendent 1.
W. Fowler having resigned, the office has been abolished.
Mr. W. G. Galligan is appointed assistant general freight
tigent, with office at St. T^uis, and Mr. E. A. Williams is
appointed assi.stant general passenger agent, also with
office at St. Louis. Mr. W. S. Cooke become.s superinten-
dent, with office at Springfield, 111. All the.se changes be-
came effective on April 1 .
Mr. John Roach, roadmaster of the Cleveland, Akron &
Columbus, has tendered liis resignation to Acting General
Superintendent Sample, and on April 1, will take service
with the Erie system as roadmaster of the New York di-
vision. Mr. Roach has been connected with the Cleve-
land, Akron & Columbus just one year, having come from
the Chicago division of the Erie system. Mr. Roach’s new
position is an important one, as the New York division is
the best division of that system. A successor to Mr.
Roach on the Cleveland, Akron & Columbus has not yet
been appointed.
A circular has been issued by General Freight Agent S.
T. Mcl^ughlin of the Baltimore Ohio Southwestern
reading : “ The following appointments in charge of the
freight traffic, except coal and coke, will take effect on
April 1, 1896: H. Coope, assistant general freight agent,
Cincinnati, O. ; Ed Keane, assistant general freight agent,
St. Louis, Mo. ; H. B. Goddard, division freight agent,
Seymour, Ind. ; H. A. Truedley, division freight agent,
V incennes, Ind. ; E. P. Ruhrah, division freight agent,
Chillicothe, O. : J. D. Harney, division freight agent,
Springfield, 111.”
The appointment of Mr. I. W. Morris, at present agent
of the WellsLon &, Jackson belt line at Jackson, to the posi-
tion of chief clerk to Assistant General Freight Agent
Mayer, of the Columbus, Hocking Valley & Toledo, has
been announced. Mr. Morris was formerly chief clerk in
the general freight office of the Ohio Southern at Spring-
field, and is well spoken of in railroad circles. Another
change on this road is the promotion of Mr. Frank Grif-
fith, who has been with the Hocking Valley claim depart-
ment for a number of years, lo the posiiion of chief claim
clerk, to succeed Mr. Ed Thatcher, who was recently made
traveling freight agent.
Mr. Robt. M. Smith, ticket agent at Hot Springs, Ark., of
the St. Louis, Iron Mountain & Southern, has applied for
a patent on a new TOund trip coupon ticket, which he be-
lieves, will entirely do away with the handling of such
tickets by brokers. The chief improvement over the old
descriptive tickets lies in the facts that the punch marks
are so separated that they may not mean one of two
things, and that a coupon descriptive of the purchaser
goes to the agent at which the ticket must be presented
for return stamp, which must correspond with the de-
scriptive portion of the ticket itself. Provision is also
made for a comparision of signatures.
Although not yet officially announced, it is generally
understood that Mr. Edward S. Wasburn, vice president
of the Kansas City, Fort Scott & Memphis, is to be
appointed president and general manager of that road at
thecomming meeting of directors in Boston, to succeed the
late George H. Nettleton. Other rumored changes on the
Memphis are the promotion of General Freight Agent J.
J, Fletcher to the position of traffic manager, and the
promotion of Assistant General Freight Agent John A.
Sargent to the ix)sition of general freight agent. The
office of the vice president, it is believed, will be abol-
ished.
Mr. Henry M. Keim, vice president, secretary and treas-
urer of the Cleveland Terminal Sc Valley road, has re-
signed, the resignation to take effect April 1. Mr. Keim
first entered railroad service as secretary and treasurer
and member of the boat'd of directors of the Southern
Pennsylvania Iron road in 1867. He has also been a di-
rector and receiver of the Cleveland, Wooster & Muskin-
gum Valley and Akron & Chicago Junction ixtads. He be-
came connected with the Valley in the spri tg of 1889,
when, shortly after the Baltimore & Ohio had secured
possession of the property, he was appointed treasurer of
the road. He afterwards became secretary also, and in
June 1892, was appointed rece.ver of the road with the
late J. K. Bole.
As a result of the hearing of arguments in the suit
bi'ought to remove Messrs. Hopkins and Wilson fix)m the
receivership of the Louisville, Evansville & St. Louis,
those gentlemen were removed from further duty, and Mr.
George T. Jarvis appointed single receiver of the road.
Mr. Jarvis will tiike charge of the affairs of the company
May 1. His bond was placed at ^25,000. The title of the
suit was the American Loan & & Trust Co., and Noble C.
Butler, trustee, against the Louisville, Evansville & St.
Louis Consolidated R. R. Co., Edward O. Hopkins and J.
H. Wilson, receivers, the New York Security and Trust
Co. ; E. P. Hunton and Henry Reis, trustees. General
Harrison appeared in the case.
Mr. Charles E. Smart, the general master mechanic of
the Michigan Central road, died at his home in Jackson
this week, after a vei’y short illness. He was born about
56 years ago in Niles and studied his trade with his father,
who then owned one of the largest machine foundries in
the western part of the state. He stayed at Niles with
his parents until about 1868, when he went to Saginaw,
where was located the locomotive department of the
Mackinaw, Saginaw & Bay City division of the Michigan
Central. Here he obtained a position as fireman and after
a short time “firing” was made a locomotive engineer and
ran an engine over these divisions about two years. Then
the master mechanic of these divisions being transferred,
Mr. Smart succeeded to that position. In 1885, May 1, he
was appointed general master mechanic with headquart-
ers at Jackson and has filled that position ever since. He
had the advantage of a splendid mechanical education and
training and was not only one of the most popular men on
the road but was a foremost spirit among the mechanical
railroad men of the country.
A number of changes are announced in the officials of
the Maine Central. Mr. George F. Black will have charge
of maintenance of roadway and tracks, and the main-
tenance of bridges, buildings and other structures on tluit
part of the company’s lines north of Portland. He will re-
port directly to the vice president. Mr. Black’s title is
assistant engineer. Mr. P. M. Watson, bridge inspector,
will act as assistant to Mr. Black in the maintenance of
bridges, and will report directly to him. Mr. Herbert C.
Robinson, assistant engineer, will have charge of the office
of the civil engineering department of this company at
l^ortland. The headquarters of these officials will be at
Portland. Mr. D. A. Booker wiU have charge of the main-
tenance of bridges, and the maintenance of buildings and
other structures at Portland and on all the lines of the
company ea.st of Portland, with headquarters at Bruns-
wick, Me. He will report directly to the vice president.
Mr. Booker’s title is bridge inspector. The maintenance
of roadway and track, east of Portland, will be in charge
of the roadmasters on the various divisions, as at present
designated. They will report directly to the vice presi-
dent.
Mr. John G. Winder, who was known as one of the
ablest railroad men in the south, died last week at his
home in Raleigh, N. C,, of paralysis and heart disease,
aged 04 years. Mr. Winder was a native of the state of
North Carolina, but first entered railway seiwice with the
New York Sc Erie road in 1850. In 1851 he was made as-
sistant engineer of the Pacific Railroad of Missouri, and
in 1853 he went to the Albany Sc Susquehanna in the .same
capacity. From 1856 to 18(K) he was principal assistant
engineer of the Croton aqueduct, N. Y., and then for two
years was master of road for the Wilmington & Weldon.
In 1868 he became general superintendent of the Wilming-
ton, Columbia Sc Augusta road, which position he held
three years. During the years from 1871 to 1875 he was
chief engineer of various roads in North Carolina and in
1875 became gen?*ral superintendent of the Raleigh Sc Gas-
ton and Raleigh Sc Augusta roads. Of these two roads,
together with the Carolina Central, he became general
manager in 1882, remaining in that office until 1890, when,
at the consolidation of these and other lines into the Sea-
board Air Line, he was made general manager of the
whole, later holding the office of vice president as well.
Mr. Winder was a graduate of West Point.
Mr. C. M. Higginson of the Chicago, Burlington <&
Quincy road has been appointed assistant to the president
of the Atchison, Topeka Sc Santa Fe road. To quote the
circular of appointment, he “will have immediate super-
vision of all coal properties in which the Santa Fe is inter-
ested and will perform such other duties as may be as-
signed to him by the president,” which means a great deal.
Mr. Higginson is a native of Chicago, having been born in
that city July 11, 1846. His engine ering education was ac-
quired in Law’rence Scientific School at Cambridge, Mass.
He entered railway work in 1867 with the Burlington Sc
Missouri River railroad in Iowa where he remained two
years, being occupied in both office and field work. In 1869
he was promoted to the position of assistant master me-
chanic of the same road and during the years of 1 873-74
was assistant to the master mechanic of the Chicago, Bur-
lington & Quincy, consolidated. In 1875 he became assist-
ant to the receiver of the Toledo, Peoria Sc Western, going
back to the Burlington in 1876 as purchasing and supply
agent which position he held three years. From 1879 to
1889 he was assistant auditor of the same system in charge
of statistics and special work relating to character and
amount of material handled on the road. Since 1890 to
the present time he has been assistant to the second vice
president. Mr. Higginson is also an expert geologist, and
is president of the Chicago Academy of Sciences, in Chi-
cago. He has done considerable writing on the subject of
coal burning, of which he has made special study. By
those who know him, Mr. Higginson is considered one of
the most thoroughly posted railway men in the country,
having been engaged in all lines of work. As a master of
detail he is unsurpassed. Mr. Ripley is to be congratulated
on his acquisition of so able an assistant. The appoint-
ment is effective April 10.
In addition to the changes on the Grand Trunk already
mentioned, the following are announced by official circu-
lars : Mr. W. J. Spicer, having tendered his resignation
as the general manager of the companies comprising the
Grand Trunk system, that office will be abolished and the
duties assumed by Mr. C. M. Hays, effective April 1, 1896.
All communications and reports heretofore addressed to
the general manager at Detroit should, on and after the
date named, be forwarded to that office at Montreal. Mr.
W. E. Davis, general passenger and ticket agent of the
Grand Trunk lines west of the St. Clair river, is hereby
appointed general passenger and ticket agent of the entire
system of the Grand Trunk Railway, with head(iuarters
at Montreal. Assistant general passenger agents and dis-
trict passenger agents will reix)rt to Mr. Davis direct.
Mr. Geo. T. Bell is appointed assistant general passenger
and ticket agent, with headquarters at Montreal, while
Mr. Hughes is appointed assistant general passenger and
ticket agent, with headquarters at Chicago, and will
have charge of passenger matters of the Grand Trunk
Railway lines in the states of Illinois, Indiana and Michi-
gan. Mr. Hughes will continue to have charge of the city
ticket office in Chicago. Also taking effect April 1, 1896, the
territory of Mr. John W. Loud, general freight agent, is
extended to include the Grand Trunk lines west of the St.
Clair and Detroit rivers. Mr. David Brown is appointed
first assistant general freight agent, with headquarters
at Chicago, in charge of all freight matters in connection
with the Grand Trunk lines west of the Detroit and St.
Clair rivers. Mr. A. H. Harris is appointed division
freight agent, with headquarters at Montreal, in charge
of the territory east of, but not including, Belleville. Mr.
Arthur White is appointed division freight agent, with
headquarters at Toronto, having jurisdiction over the ter-
ritory west of Belleville inclusive, to Georgetown in-
clusive, and lines north thereof. Mr. R. Quinn is ap-
pointed division freight agent, with headquarters at Ham-
ilton, having jurisdiction over the territory from Lime-
house to Pt. Edward, and lines north and south, including
the Toronto branch and Mimico Station, vice Mr. John
Earls, who, being entitled to superanuation, has retired.
Mr. H. W. Walker is appointed general auditor, and will
continue to perform the duties hitherto assigned to the
i
chief accountant. Headquarters at Montreal. Mr. N. J.
Powers, general passenger agent, who was superseded by
Mr. Davis, of Chicago, has been a])pointed auditor of dis-
bursements, a new position apparently created for him.
RAILWAY NEWS.
Choctaw, Oklahoma Sc Gulf. — Details of the plan of read-
justment of the Choctaw, Oklahoma Sc Gulf have been
made public, and the following is abstracted from the
Commercial and Financial Chronicle: “It is proposed to
issue 80.000 shares of 5 per cent preferred stock, each
share for ^50, or .000,000 in all, as follows : To retire ^1,-
200,000 general mortgage bonds, 518,400 shares ; to retire
^1,100,(K)() incomes, 12,100 shares; for $650, 0(M) cash, 29,5lK)
shares; total, 80,000 shares. The bondholders therefore
are asked to surrender their bonds and the stockholders
are offered the privilege of subscribing to the new stock.
The general mortgage bonds surrendered will be held in
the treasury of the company and only used for future ex-
tensions of its railroad, and will not be issued at a rate in
excess of $15,000 per mile for every mile of road to be con-
structed. The income mortgage bonds will be canceled and
the $650,000 cash will be appropriated to the extinguish-
ment of $308,000 car trusts; extension of road from Wister
Junction to a connection with the Kansas City, Pittsburgh
Sc Gulf R. to cost $150,000 ; and $192,000 for additions and
betterments to the present line. The obligatory charges
will be reduced from $325,000 to $210,000. The plan sets
forth that the net earnings of the road for the first four
months of its operation as a completed system are at the
rate of over $315,000 per annum. The sale of preferred
stock, it is said, has been underwritten on the condition
that the bondholders assent to the plan, as many, it is re-
ported, have already done. The object of the readjust-
ment is unofficially stated to be to enable the company to
carry out the plan for buildingal ne south to connect with
the Southern Pacific system in Texas, and thus to secure
an independent outlet for its coal, now passing over the
Missouri, Kansas Sc Texas R., which company, it is claim-
ed, makes about $5300,0(X) a year out 'Of the freight given
them by the Choctaw Co. The present consolidated mort-
gage of the Choctaw R. is limited in issue and covers all
additional mileage and branches which may be built; it is
therefore impossible to construct any new road unless a
portion of the present bonds is returned to the treasury
for that purpose.”
Cincinnati, Jackson & Mackinaw. — It is reported that the
construction gangs of the contractors on the Cincinnati,
Jackson Sc Mackinaw extension have been making hay at
a rapid rate while the sun shone duriug the past week.
Track layers are at work, and the i)resent indications are
that the line will be opened for freight traffic within three
weeks. Superintendriit Flanders has moved his head-
(piarters temporarily to Addison, Mich., where he is able
to personally superintend the work. This extension will
open a valuable new territory to the C., J. Sc M. R., and
give it several more important connections.
Florida East Coast.— The Florida East Coast R. extension
is completed as far south as Little Arch creek, which
stream is just 4 miles north of Lemon City, and at the pres-
ent rate of construction it is expected to reach the latte r
place within a few days. The roadbed is entirely com-
pleted, and to lay the ties will take but a short time. It is
expected that the road will reach Miami early in April,
and that trains will be put on immediately. So soon as the
trains shall begin running the work at Miami will begin in
earnest. As it is now the transportation facilities are so
uncertain that the material cannot be moved fast enough.
A bridge will be built over Miami river, and a track will
be laid for a half mile south of Miami. This will be done
to accommodate the truckers on the south side of the Mi-
ami. An extension of the road to point still further south
is probable. This will be for the benefit of the truckers in
the Cocoanut Grove district.
Frederick & Pennsylvania.— This road, which extends
from Frederick, Md., north to Kingsdale, on the Pennsyl-
vania State Line, and which is operated under lease bv
Pennsylvania R., is to be sold at Frederick on June 9. The
property will undoubtedly be purchased at the sale by the
Pennsylvania, and there is some talk of the line being ex-
tended toward Washington, D. C. The line is 28 miles
long and at the northern terminus connects with a branch
of the Pennsylvania which extends to York. All the fil-
ing stock used by the road is furnished by the Pennsyl-
vania.
Houston East & West Texas.— Reports from Houston,
Tex., state that the much talked of sale of the Houston
East Sc West Texas has at last transpired, but details of
the sale arc meager. The purchase of the line has been
credited to the Santa Fe, the Southern Pacific and also to
the Queen Sc Crescent, but it is now thought to be a bank-
ing institution in New York City. It is to be operated as
an independent line, having what traffic arrangements it
may make with its connections. The bank that is mat ing
the purchase is said to hold a large amont of the bonds of
the road, enough to make it to its interest to protect the
property and enough to give it easy control when desired
to exercise it The only thing that can cause the deal to
fail would be the discovery of a mistake or misrepresenta-
tion in the valuation of the road between now and the time
fixed f3r the transfer. The new owners, unless some un-
forseeii circumstance occurs to prevent, will take charge
of the property about June 1.
Humeston & Shenandoah. — This road, which was recently
sold under foreclosure proceedings, now has its headquar-
ters at Burlington, Iowa. It has been reincorporated with
a distinctly local body of incorporators. The purpose of
the corporation, as set forth, is to purchase, build, main-
tain and operate a line or lines of railway commencing at
Humeston in Wayne county, and extending thence through
Wayne, Decatur, Ringgold, Taylor and Page counties to
the town of Shenandoah in Page, with power to build
branches and extensions. The first annual meeting for
organization will be held on the first Wednesday after the
first Monday in April. This line has been operated as a
branch of the Burlington Route for a term of years, and
this act of incorporation here, by the parties named,
brings the line under the personal and immediate control
of the head of the Burlington system. The incorporators
Apbil 4, 1896
195
THE RAILWAY REVIEW.
re: Messrs. W. W. Baldwin, J. W. Blythe, H. B. Scott, -4
VV. F. McFarland and H. E. Jarvis. Capital stock,
000,000.
Lonisville & Nashville. — General Traffic Manager Van
den Berg, of the Louisville <& Nashville, has, according to
report, been looking over plans for the improvement of the
railroad docks at Pensacola, Florida, with a view to soon
beginning work thereon. The secretary of war has
granted permission to the company to extend its docks to
deeper water, beyond the channel line in the harbor, and
the railroad company has appropriated the sum of :S150,(KK)
to begin this work. When completed they will be the
most extensive docks on the gulf, having the deepest
water, and when the new chanrel shall be finished over
the bar, any vessel that floats will be able to enter the har-
lx)r and receive freight direct from the cars.
Maricopa & Phoenix & Salt fliver Valley. — A mortgage has
been filed in the office of the county recorder at Phoenix,
Ari., conveying to the Farmers' Loan & Trust Co. of New
York the 41 miles of trackage, rolling stock, etc., of the
Maricopa & Phoenix & Salt River Valley K. Co. This
mortgage is placed for the purpose of securing a loan of
$8eK),0(K) in 30 year bonds, bearing 5 per cent interest, which
mortgage includes the original bonded indebtedness of the
road for $540,000.
Oregon Short Line & Utah Northern.— It is stated that all
arrangements for the reorganization of the Oregon Short
Line Utah Northern R. have been completed, and that
the plan provides for the separation of that line from tl\e
Union Pacific and the operation of it as an independent
system with headquarters at Salt Lake City. It is hoped
that matters will make enough progress to enable the re-
ceiver to take charge by July 1. It is thought the receiver
will be a Utah or an Omaha man who will be favorable to
the Union Pacific, and that there will be but little change
in the affairs of the road from the present state. The Un-
ion Pacific will continue to enjoy all the privileges it has
at present, while it will be relieved from the indebtedness
of the Short Line. It is still a question whether or not
the new' receiver of the Short Line will open the Oregon
gatew'ay, thereby letting in the competitors of the Union
Pacific for business.
Philadelphia & Brigantine Beach.— This is the name un-
der which the old Brigantine Beach R. Co. is hereafter to
be known, having been reorganized. The capital stock
w-as fixed at $;TO,()0U, divided into $150,000 (5 per cent pre-
ferred cumulative stock and $150, 0(X) common stock. Geo.
H. Cook w'as elected president ; James B. Van Woerts,
treasurer, and ft. D. A. Parrott, general manager.
St. Lonis, Avoyelles & Southwestern. —It is said that track-
laying on the St. Louis, Avoyelles & Southwestern R. has
reached Mansura, 5 miles south of Marksville. A very
large force is w'orking day and night, and it w'as believed
the road w'ould be completed to Marksville on contract
time. The road is daily lined by large crowds of both
sexes, old and young, encouraging the workmen, w ho are
exerting all their strength to finish the work in time. The
Simmesport connection is now’ complete, leaving only one
end to be finished. The citizens of Marksville are making
preparations to celebrate the completion of this road at
that point in a befitting manner.
Southwestern Arkansas & Indian Territory. — Mr. Chas.
F. Penzel, who was a few weeks ago appointed receiver of
the Souchwestern Arkansas & Indian Territory road and
the Smithton Lumber Co., w'hich operates same, has re-
signed that position, and has been succeeded by Mr. .1. A.
Woodson, of Little Rock, Ark. The Smithton Lumber Co.
owns about 20,000 acres of agricultural and timber lands,
and the railroad company which was organized to reach its
lands, has a capital stock of $1,4(X),000, of w'hich about
$300,000 has been issued. The railroad now' in opera-
tian is 34 miles in length from Hebron, Clark county, to
Antonie, crossing the St. Louis, Iron Mountain & South-
ern at Smithton. The grading has been done for some
miles on an extemsion west from Antonie to Murfrees-
borough.
Texas & Pacific. — It is said that the Texas & Pacific is on
the eve of making some extensive improvements in its
terminal facilities at New Orleans. These improvements
will comprise a new passenger station and new^ tracks. By
a recent decision handed down by the supreme court, the
Texas & Pacific has absolute control of certain privileges
along the river front, of which, heretofore, by injunction
and other means, they have been deprived. These addi-
tional privileges will be utilized, and the fact that recently
Westwego has been admitted to free portage is another
encouragement to the comiiany to more fully utilize their
lirivileges at that point.
NEW ROADS AND PROJECTS.
California. — It is reported that a i*oad about 85 miles in
length w'ill be built, which will join the terminus of the
Pine Lumbei Co.’s roadwdth the Donahue line. The most
important railroad in Humboldt county, runs .south from
Eureka for 25 miles and connects with the Pine Lumber
Co.’s R., which in turn runs south tow'ard Ukiah 17 miles.
This is bonded to San Francisco capitalists who ow'ii
largely in the Donahue line. The construction of a road to
fill this gap w ould oi>en up a vast and undeveloped terri-
tory hitherto unconnected with markets, and would tend
to shut of Portland traffic. Portland commercial agents
of late have made inroads in Humboldt county on general
merchandise and have been receiving large orders for
goods.
Material for the construction of the Alameda & San
Joa(iuin oroad has begun to reach Stockton. Already
five cars of the steel have come in from Illinois, and w^ill
be taken to the front as soon as needed. The turntable is
not in the lot w’hich has arrived, and as that is the first
portion which will be used nothing can be done until it ar-
rives. The foundations and the falsework for a ^wrtion of
the bridge are already in position and the labor of putting
the structure together w'ill not be great. It is expected to
have the whole 30 miles from the Corral Hollow' mines to
Stockton graded this month.
Georgia,— An organization has l)een formed under the
name of the Augusta Belt to build a road about 3 miles in
length as a belt line around the city of Augusta, Ga. The
Georgia Railroad and other lines entering Augusta are
said to be interested in tne construction of the line, and
Messrs. Charles Estes, and C. V. Walker and others are
the incorporators.
Michigan. — A deal is said to have been consummated
w'hereby the General Electric Co., of Chicago, will secure
one of the longest electric lines in use at the present time.
This company, w’hich owns plants at Kalamazoo, Battle
Creek and Lansing, Mich., proposes to connect these three
towns, making a line some 75 miles in length. It is also
said that some additional line w'ill be built..
Missouri. — A charter has been issued by the secretary of
the state of Mi.s.souri to the Central R. of St. Joseph. The
organization proposes to build a line of railroad from the
southern limits of St. Joseph through the counties of Buch-
anan, Andrew', De Kalb,Gentry, Davis, Harrison and Grun-
dy to the city of Trenton, a distance of 90 miles. The stock-
holders are all residents of St. Joseph, among whom are
Sas. W. Boyd, J. W. Brackett, John A. Duncan, W. B.
Johnson, Addie A. Rush, John Tow'nsend, J. L. Bittinger,
John F. Tyler, R. H. Faucett and S. H. Sommer. Capital
stock, $900,000.
New York. — A letter from New’ York states that the
Seneca County R. , which is projected to run from Geneva to
Seneca Falls — 10 miles — has been surveyed from Geneva to
Waterloo — 4>^ miles,and surveys are now in progress on the
remainder of the line. About 300 men are now’ at work
and it is expected to complete the line by July 1. Mr. J.
F. Dolan, of Elizabeth, N. J., has the contract for the con-
struction w'ork, and he is also president of the com-
pany. The work is quite light, with maximum grades of
one half of 1 per cent, and a maximum curvature of 8)^
deg. The w'ork is being very substantially done and the
track is to be laid w’ith 80 lb. rails. It will be equipped
w'ith first-class rolling stock and w'ill do a regular freight
and passenger business. Mr. S. G. Gano, of Geneva, N.
Y., is chief engineer.
Ohio.— An effort is being made, it is said, to build a rail-
road from Fremont to Wauseon. The proposed route ex-
tends through G bsonberg and Bow'ling Green. It would
tap some of the richest oil country in the state, and form
a cut-off from the Lake Shore between Chicago and Buffalo,
leaving Toledo to the north. R. H. Black of Gi bsonberg
and a number of w^ealthy oil men are supposed to be behind
the scheme.
Pennsylvania. —A corps of engineers is making a survey
for a branch line for the Pittsburgh, Cleveland & Toledo
road, to be built from New^ Castle, Pa., to Toledo. The en-
gineers have been busy for the past two weeks on this
branch which is from the mouth of the Beaver river to a
point north of Beaver Falls, and are laying out a line on
both sides of the river. It is said that the road w'ill cer-
tainly be built, but on which side of the river it will be
located has not yet been decided.
Texas.— Tw o routes have ^en s rveyed for the Aransas
Harbor & Northern R. which is to be built from Aransas
Pass on the coast to Smithville— a distance of 156 miles—
and as soon as one is decided upon construction w'ill begin
At Smithville the proposed northern terminus, a connec-
tion vvUl be made w'ith the Missouri Kansas & Texas. The
road is projected by the company w'hich is developing the
deep water harbor on Aransas Bay. C. H. Sawyer is
vice president and general manager, and W. D. Jenkins,
of Aransas Pass, Tex,, is chief engineer.
INDUSTRIAL NOTES,
Cars and Locomotives.
—The Pennsylvania has let contract for 100 “G G” hop-
per bottom cars to the Wells-French Co., Chicago.
— The United States Car Co. is now’ overhauling and put-
ting in order the machinery in its shops at New^ Decatur,
Ala., preparatory to resuming operations. When in full
operation this plant requires 500 men.
— The Elliott Car Works, of Gadsden, Ala., is reported
to have secured the contract for 500 cars wanted by the
Seaboard Air Line.
— The J. G. Brill Co., of Philadelphia, Pa., is filling an
order for 26 cars for an electric railw’ay in Cape Town
Africa.
—The order received by the United States Car Co. for
500 cars from the Wheeling & Lake Erie road will operate
that plant to its full capacity for some time.
—The notice published last week that the Springfield
Malleable Iron Company w’as to retire from the coupler
business, although apparently w ell vouched for, is emphat-
ically denied by the company. It w’rites that it will con-
tinue to manufacture the Ludlow^ automatic coupler as
heretofore, and also the Miner and Bryan draft riggings.
— The plans and specificatons of the new' gondola cars
for the T.<ehigh Valley road, noted in our issue of March 14,
call for metallic brake beam, M. C. B. coupler, with
Graham attachments ; truck spring (Lehigh Valley stand-
ard), to be made by Pickering, A. French & Co., or Lehigh
Valley Spring Works; turnbuckles, made by Cleveland
City Forge Co. : trucks made by Fox Pressed Steel Co. ;
center plates, top and bottom, imessed steel, made by same
firm : journal boxes, Davis' latest pattern. If builders do
not make their own wheels, wheels made by Cayuta
Wheel & Foundry Co . of Sayre, Pa., or by McK^, Fuller
& Co., Fullerton, Pa The pattern is the King-Hopper
gondola coal car, r)0,0()0 pounds capacity.
— Supplementing the notice made last week regarding
the Schoen Pressed Steel Co. as purchasei-s of the plant of
the Schoen Manufacturing Co., it should be said that the
company has also bought five and one-half acres of land
adjoining the plant, extending from the line of the Pitts-
burgli. Fort Wayne & Chicago Railw ay to the river fi-ont.
The plant is located in the lower part of Allegheny, and in
addition to the Pittsburgh, Fort Wayne & Chicago Rail-
way, the Baltimore & Ohio Railroad runs into the plant of
the company. The plant now has a capacity for building
135 truck frames iH^r day, and w ith improvements to be
made this w ill be increased to :3(K) per day. The company
are now’ manufacturing their pressed steel car bolsters and
other patented specialties to the extent of from 50 to 75 tons
per day. This tonnage w ill probably be doubled by the in-
creased business due to the introduction of their pressed
steel truck frames. This truck frame is said to be a struc-
ture cheap in first cost, as compared with any truck frame
now in the market, and possesses great strength and many
meritorious points due to its ingenious construction. A
handsomely illustrated catalog descriptive of the truck
frame has just been issued by the company.
Bridges.
— Work has been resumed on the railroad bridge
across the Missouri river at Yankton, S. D. The
bridge will be completed this season. The cost of the
structure will be $600,000, and will be bonded to an Eng-
tish syndicate. The bridge w ill be operated by the Great
Northern road.
—The bridge committee of Media, Pa., composed of J.
B. Rhoades, W. P. Lukens and F. S. Vernon, has reported
in favor of constructing a bridge over Chester creek, ac
Ninth street ; estimated cost, $30,000.
—The West Morgantown Supension Bridge Co., Mor-
gan to w’n, W. Va., will build a bridge, 600 ft. long, of steel
and iron wire cables, etc., to cost about $6, OCX).
— Application has been made for a charter for a com-
])any that proposes to construct an iron bridge across the
Brazos river at Pitts Ferry, Tex. ; incoriwrators, Wm.
Koppe, H. Rhode and others.
— Mr. Albert H. Scherzer, 1044-48 Unity building, Chi-
ciigo, now controls the patents on the rolling lift bridge
invented by the late Mr. Wm. Scherzer, C. E., of Chicago-
Two'* Scherzer bridges are now in successful operation at
Chicago. These have both been illustrated in the Rail-
w’AY Review. A third bridge of this type is now being
built for the city of Chicago across the Chicago river at
North Halsted street, the contract for the substructure
having been recently awarded, It is estimated that the
cost of his type of bridge will be about the same as that
of an ordinary swing bridge of the same capacity. Its
advantage in leaving the channel entirely unobstructed
for its full width appears likely to lead to its general
adoption in place of the center pier bridge for all openings
of moderate width.
—The idea of a temporary bridge at Gardner, Me., has
been abandoned, and letters containing specifications and
asking for bids for the construction of a pennanent steel
iron bridge sent to all bridge manufacturing companies,
the replies to be opened April 1 1, in the city council rooms
The bids w’ill be consider^ and w'ork will be immediately
begun on the bridge so that at the latest it will be coeq-
pleted by the first of August.
—The temporary bridge at Fairfield, Me., has been com-
pleted and teams are going across it. A representative
of the Boston Bridge Co. was in Fairfield Saturday in
consultation with the selectmen and the committee ap-
pointed to act with them in regard to the
matter of a bridge, and a contract was made
with the Boston Bridge Co.mpany to put up a
steel bridge similar to the one put in last sum
mer. The contracts will be let for building the piers and
abutments as early as is possible, and the work will be
commenced at once and pushed as fast as possible till
all is completed. E. J. Lawrence, S. A. Nye and A. F.
Gerald have been appointed acommitcee to make arrange-
ments.
—At the annual town meeting, Kennebunkjwrt, Me., it
was voted to leave the matter of rebuilding and repair-
ing the bridges, namely, Bartlett’s, Clay Hill, the Port
drawbridge and the Mousam river bridge — entirely to the
discretion of the municipal officers. The bridge at Bart-
lett’s Mills will be of iron and the contract has been let to
the Boston Bridge Co. The chief expense will be the Port
drawbridge, which the people of Kennebunkport are
strongly in favor of replacing by a more durable and of
course more expensive ii’on and steel rail drawbridge. It
was stated that a new’ wooden bridge similar to the other
w’ou Id cost nearly $1,200; a stone bridge about $3,500, and
a durable iron and steel construction with modern im-
provements, between $5,000 and $6,000. T^vo-thirds of the
expense is lx)me by Kennebunkport.
—It is pix)posed to build a highway and electric raiTray
bridge over the Missouri river at St. Charles. If the bill
that is now before both houses of congress passes a com-
pany W’ill be organized at once and the work pushed to
completion.
—The project of a bridge over the Hudson river at St.
Anthony's Nose, abandoned some time ago, has now been
taken up by a new company under whose auspices the
work is now being prosecuted. The bridge is to be chiefly
for railroad trains. There will be a pathway for passen-
gers, but no wagon road.
— The Detroit & Mackinac Railroad Co. is reported as
about to petition for permission to build two steel span
bridges over the Kaw’kaw'lin river.
—There is to be an iron bridge built across the Sebasti-
cook on the Belfast branch of the Maine Central Railroad,
in place of the wooden bridge. The new bridge will be
built as .soon as possible this spring.
It is proposed to build a 160-ft. steel draw span bridge
over Little Lake Butte des Morts, at Menasba, Wis.
There w’ill also be 3,050 lin. ft. of pile approaches. Esti-
mated cost, $18,200. No appropriations have yet been
made.
The Duluth, Mesaba & Northern has aw’arded the con-
tract for funiishing the steel for a 102 ft. plate girder span
across the St. Louis river to the Carnegie Steel Co., at a
cost of about $16,000.
According to Mr. E. L. Corthell work on the proposed
railroad bridge across the Mississippi river near New’ Or-
leans W’ill begin this year. This bridge will be one of the
largest in the w’orld, and plans for it have been prepared
by the Phoenix Bridge Co., Phoenix ville. Pa., the reported
contractors for it. It is understood that both the South-
ern Pacific and the New’ Orleans & Western Companies
may use it w’hen completed.
- The contract for the building of the iron and steel
bridge over the Tar river at Tarboro. N. C., of w hich men-
tion has already been made in these columns (page IRI,
March 14) , has been aw'arded to the King Bridge 0>., at
$14,950. The contract calls for a first class bridge, 510 ft.
196
THE RAILWAY REVIEW-
J
April 4 , 1896
• of which is to be of steel, 30 ft. of earth abutments at each
end, a driveway 18 ft. wide, two sidewalks on either side
of 4 ft. each, and six large lamps. All to be of steel, ex-
cept floor, which will be of wood on steel stringers.
— At a meeting of the shareholders of the Brockville
New York Bridge Co., which holds the charter from the
Dominion government for the erection of an international
bridge across the St. Lawrence at Brockville, Ont., held
March 23, the agi’eemeut of amalgamation with the St.
I^awrence Railway Co., of New York, w'hich holds the in-
ternational bridge charter from congress, was ratified.
The capital stock of the two companies in all is $2,600,000,
of which $214,000 has been subscribed and $21,400 paid up.
Messrs. Charles McDonald, Joseph S. Decker, Wayne
Griswold and Clarke R. Greggs, of New York ; and Charles
J. Pusey, Wilmot P. Cole, Daniel W. Downey, G. A.
Weatherhold and L. B. Howland, of Brockville, constitute
the first board of directors of the new company. Several
abutments for the bridge were built last season on the Sis-
ter Islands midway between Brockville and Morristown,
N. Y. The amalgamated companies intend pushing the
construction of the bridge during the approaching summer
on a much larger scale than heretofore attempted.
— The county commissioners of Mahoning county, Ohio»
have petitioned the legislature for permission to build two
iron bridges over the Mahoning river at Youngstown. Es-
timated cost, $200,000.
Buildings.
— There is not another railroad station in the world like
that at Bemis, Me. It is to be built entirely of logs from
the woods in that vicinity. The main building is 20x40 ft.,
fronting on the railway tracks. This will be finished in
the rough log style on the inside, all in one room, with a
ticket office in the bay in front. The rafters will show up
in the roof in true log cabin style. At each end of the
main room will be a big open fireplace for burning wood.
— It is reix)rted that negotiations have been closed for
the location of a steel manufacturing plant at Coraopolis,
Pa. The site has been decided upon and building opera-
tions will be commenced in the near future.
—It is stated that Senator Calvin S. Brice and the Ohio
Southern Railroad will establish a plant in Springfield, O.,
for the manufacture of coke from Pennsylvania coal. The
report states that about $50(),()0() will be invested in the
plant and 100 ovens built.
—The Dauphin Car ^orks, at Dauphin, Pa., has been
been purchased by Philadelphia parties, who are making
extensive alterations, at a cost of $50,000. The parties in-
tend turning it into a structural iron and steel plant.
— A bill providing for the ei*ection of a large union depot
at Nashville, Tenn., will probably be introduced in the
next session of the city council. Address the mayor.
—Work has been begun upon the rolling plant of the
Block-Pollock Company at Carthage, near Cincinnati.
This company has purchased 19 acres of land lying just
west of Mill Creek and opposite the Hess Axle & Spring
Works. The plant will be of great capacity and give em-
ployment to 1,000 men. The C., H. & D. Railroad will lay
one main switch and four sidetracks to the works for the
accommodation of its business.
—The new Concord & Montreal shops to be built by the
Boston & Maine Railroad at Concord, N. H., will occupy
28 acres of land. The buildings will take up five acres and
will include a boiler and erecting shop 410x70 ft., two ma-
chine shops 305x305x30 ft., a blacksmith shops 60x150 ft., a
storehouse and offices 150x40 ft., a lumber shop 300x400 ft.,
a dry house 75x25 ft., a woodwork shop 300x60 ft., a power
and boiler shop 85x60 ft., a cabinet, pattern and tin shop
200x40 ft., a passenger repair shop 163x170 ft., a freight re-
pair shop 162x170 ft., and a paint shop 238x50 ft.
—Plans are now being prepared for a machine shop to
cost $<i(),000 to be built by the government at Port Royal,
S. C., for construction work and repairing slight injuries
to vessels.
—The Grey Iron Casting Co., of Mt. Joy, Pa., is erect-
ing a new plant, to include a foundry building, 150x60 ft.,
machine shop, 100x40 ft., and a warehouse 100x33 ft. When
the new plant is in operation it is expected that the output
of the company will be doubled.
—It is announced that a large car factory, to be known as
the Union Car Works, and to be run on the co-operative
plan, will be put into operation in North St. Louis during
the coming summer. Sixteen acres of ground were pur-
chased in Baden, between the Burlington and Wabash
tracks, and the work of building the shops will be
pushed as rapidly as possible.
—Plans have been drawn for a mammoth car house to
be built by the Cleveland Electric Street Railway Co. It
will be 520x120 ft, of steel and brick, with slate roof. Its
capacity will be 180 cjirs.
—McIntosh, Hemphill & Co., Pittsburgh, has purchas-
ed a tract on the Allegheny Valley Railroad and next week
will break ground for a new plant which will turn out a
patent cold-rolled steel car truck. It is stated that New
York capital is interested and that Newton A. Hemphill,
of the firm of McIntosh & Hemphill, is to manage the un-
tertaking. Steel car trucks of a new pattern will be
manufactured and much patented machinery will be nec-
essary to do the work. The work of erecting tlie buildings
will be started immediately, and the orders for the ma-
chinery have already been let. It is expected that the es-
tablishment will employ 600 men. The buildings will be of
steel and will be ecjuipped with all the latest appliances,
electric cranes, electric lights and power machines, and
will cost, it is estimated, about $300,0(H).
— R. Hoe & Co. of New York City, manufacturers of
printing pres.ses, have placed an order with the Berlin
Iron Bridge Co. of East Berlin, Conn., for an all steel
building for storage purposes. It will be 40 ft. wide and
60 ft. long, three stories high and fire proof. I’o avoid con-
densation of moisture, the roof and su es are lined with
the Berlin Co.'s patent anti-condensation fire i)roof lining
on the under side of the corrugated iron covering. The
floors are concrete, supported by corrugated iron arches
resting on I beams. A traveling crane is attached to tlio
trusses, having a capacity of three tons, and so arranged
that it takes the material to be rai.sed in the building from
the lower floor and raises it to any part of the building on
any of tlie floors. It is a very conveniently arranged and
compact storehouse.
— The smelting department of the copper works of the
Penrsylvania Smelting Co. at Natrona, Pa., was destroy-
ed b} fire on March 21. The loss is estimated at $1,000,000.
The buildings destroyed covered nearly four acres of
gi'ound. The output of the plant was about lOO.lXK) ozs. of
silver and 3,(HX),0(K) lbs. of copper a month. The tire started
by the blowing out of a furnace, the hot metal igniting
with some waste near the mouth. The flames spread rap-
idly and in a short time the furnaces and buildings were a
mass of flames. The costly machinery and mechanical ap-
pliances were destroyed and sixteen furnaces an fifty tanks
were ruined. The buildings were ruined and will have to
be rebuilt. A number of loaded freight cars standing on a
siding adjoining the works were consumed. It is believed
that the insurance will about cover the los.s. The iinsur-
auce was mostly jflaced in Philadelphia companies. This
concern is one of the most substantial corporations in
Pennsylvania, and is controlled by eastern capital princi-
pally.
Iron and Steel.
— The Waterbury (Conn.) Machine Co. has bought the
patents for the United States of the Bolton continuous
wire drawing machinery. Until now these machines have
been imported from England. The company expects to im-
pi*ove the machines and also adapt them for drawing wire
of larger gages than has heretofore been done by the mul-
tiple die system.
—Negotiations are under way for the stai*ting up of the
the Columbia Iron & Steel Co.'s plant at Unionto^^^l, Pa.,
in the next few months. New York capital is figuring on
refitting and improving the pro])erty.
—The new doubly Jurnace of the Cleveland Cliffs Co. at
Ishpemiug, Mich.,\vas put in blast last week. The fur-
nace is the largest in the country using charcoal, and will
daily burn the wood from six acres of forests. Ten thous-
and acres of forests have been bought for the purpose.
—The Tennessee Coal, Iron & Railway Co. (office, Bir-
mingham, Ala. ) has purchased 400 acres of iron ore lands
near Childersburg and will develop same at once, taking
out from 200 to 400 tons daily. It is stated that this ore is
to be used in steel making by the company.
— The Edgar Thompson Steel Works of Braddock has
just completed rolling a 5,000 ton order for the Pennsylva-
nia Railroad of 60 foot rails 100 pounds to the yard. These
are said to be the heaviest rails ever rolled.
The plant at the Altoona Iron Co., Altoona, Pa., man-
ufacturers of bar, baud and nut iron, has been put in full
oi)eration, the company having received a number of good
sized orders.
Machinery and Tools.
— The Rand Drill Co., 1328 Mo had nock block reports that
the demand for air compressors continues, they having re-
ceived orders for four within the last few days.
—The M. T. Davidson Steam Pump Co. of New York, is
executing a contract for the Baltimore & Cantonsville
Railroad Co. for four vertical Davidson twin air pumps of
25 in. air cylinders, ten 14 in. pressure pumps, and three
small pumping engines. They are also building the air
pumps for the United States cruiser Chicago, and are
equipping two torpedo boats.
—Watson & Stillman have for some little time baen at
work upon a lot of hydraulic machinery for the new Amer-
ican Pulley Works of Philadelphia, which is to manufac-
ture a new all-sheet steel pulley, m which the hub, spokes
and rims are all made of thin sheet steel.
—The Davis & Egan Machine Tool Co. of Cincinnati, O..
has completely stocked its new store. No. 170 Liberty
street, New' York City, with a full line of machine tools.
This company lately secured from its agent in Brazil one
of the largest orders ever received from South America,
amounting to over $10,000. One of the machines alone wUl
require two freight cars to transport it from the w'orks to
New' York, from w'hich point it will be shipped to Brazil. □
—The King Bridge Co., of Cleveland, has closed a con-
tract with the Pittsburgh <& Conneaut Dock Co. to enlarge
its plant at Conneaut. Four of the King hoisting and con-
veying machines for loading ore and coal have been con-
tracted for and w'ill be completed June 1.
— McIntosh, Seymour & Co., An burn, N. Y., are building
for the Columbia & Maryland Ry. Co. eight engines of 1,000
horse pow'er each ; they w’illbe direct coupled to 700 K. W.
Westinghouse generators. They are also building a 7(xi
h. p. three-cylinder, three-crank vertical engine to be di-
rect coupled to two 200 K. W. dj'namos, this engine is for
Buenos Ayres, Argentine Republic. A large number of
orders for high speed engines have also been received since
the first of the year.
—The Westinghouse Machine Co.’s orders for March in-
clude three vertical cross-compound engines, each 1,6(K)
h. p., for the Allegheny County Light Co. station, Pitts-
burgh, Pa.
Ihe Babcock & Wilcox Co. has taken an imjx)rtant
contract for boilers, aggregating 7,(X)0 horse power, to be
used for furnishing pow'erto the electric o.<iuipment of the
Northw'estern Elevated Railroad.
*3 be firm of C. H. Baush »& Sons of Holyoke, who for
the i)ast twelve years has been manufacturing radial
drills, vertical boring, milling machinery and iron w'ork
for buildings, w'ill be converted into a stock company, un-
der the title of the Baush & Harris Machine Tool Co. The
works W'ill be moved to Springfield, Mass., and as soon as
a suitable location can be found the company will begin
the erection of a building which will include machine shop
and a foundiy. William A. Harris of Springfield is one of
the Iwirne movers in the new' organization, and he and the
Messrs. Baush will control practically all the stock in the
company. Mr. ILarris w’as for tw’elve vears secretary of
the S])ringtield Foundry Co. and for the past few years
has been associated witli the Pratt cV Cady Co. His ad-
dress w ill be Holyoke, Mass., pending the erection of the
new' plant at Springfield, w'hich it is hoped will be ready
near tbe middle of July. '^The new company w'ill probabl^y
organize w ith Mr. Harris as president and W. H. Baush
secretary, treasurer and busine.ss manager. In addition to
'vvhat is now' manufactured by the Baush Co. the new com-
pany will make iron and brass castings.
—Dietz, Schumacher & Co., of Cincinnati, has completed
several new machines of which they are justly proud. One
is an 18 in. tool room lathe, w'ith a 3 in spindle, w'ith a 1
1-16 in. hole through the center, and a 26 in. extra heavy
lathe, w ith a 4^ in spindle and a 2I4 in. hole through the
center. These are the first they have built of this pat-
tern. One of each w'ill be shipped to New York and Chi-
cago.
— J. E. Gadsey, Abbeville, S. C., w'ants to correspond
with manufacturers of compressed air machinery.
—The contract for reducing the 1 per cent grades on the
Chicago division of the Chicago Great Western Railway
at Holcomb, Esmond, German Valley and South Freeport,
has been let to Haloorson, Richards &Co., of Minneapolis.
It W'ill take about 400,(XK) cubic yards of earth and 25,600
cubic yard rock excavation to make this improvement
W'hich w'heu completed w ill increase the hauling capacity
of locomotives over this division 40 per centum.
In addition to the compresses and w arehouses already
erected at Port Chalmette, La., the terminus of the New
Orleans & Western, a dispatch from New Orleans states
that the largest compress in the w'orld is to be placed at
that point. It wdll be a 4,000 ton press, of a capacity to
handle 2200 bales of cotton tiaily. It will give a bale
density of 55 lbs. per cubic foot — a remarkable pressure. It*
is being built by De LaVergne & Co., and is to be ready
for w'ork by May 1. In addition to this, work is about to
begin on a large hotel, several more warehouses and an ex-
tension to the w'harf.
—The interlocking plant just completed at Riverdale,
Illinois, by the Union Sw'itch & Signal Co. w'as put into
service Sunday, March 29 at noon. This plant is at the
crossing of the Illinois Central, the Pittsburgh, Cincinnati,
Chicago & St. Louis and the Chicago & Calumet Terminal
Raihvays, and has one of the largest interlocking machines
in the vicinity of Chicago. There are 69 w'orking levers
and 51 si)are spaces w’hich will admit of providing for a
large number of additions to the tracks and switches. The
frame is for 120 levers. There are 19 levers for 25 switches,
4 locks and 2 movable point frogs. Seventeen levers are
for 29 facing point locks and 6 crossing bars. Thirty levers
work the same number of signals as well as 10 bolt locks
and three levers are used for the locks and couplers of the
draw'bridge on the Illinois Central Railroad over the Calu-
met river. The plant is pretty well scattered about the
crossing and is complicated by the draw'bridge and the
sw'itching connections betw'een the Illinois Central and the
Chicago & Calumet Terminal. No selectors are.used and the
locking is arranged so that the advance signals all precede
the home signals. The tower ia at the northwest angle
between the Illinois Central and the Pittsburgh, Cincin-
nati, Chicago cSt St. Louis and is 15x60 ft. in size. The
plant passed a rigid inspection by the signal engineers of
the different roads and also by the consulting engineer of
the railroad and w'arehouse commission without adverse
criticism.
Miscellaneous.
^ —The board of directors of the Westinghouse Machine
Co.of Pittsburgh, have declared a quarterly dividend of 1 W
per cent on the preferred and common capital stock of the
company, payable on April 10.
—The manufacturers of the Leach sanding apparatus
for locomotives announce that they now have a working
model, similar to those heretofore furnished air brake in-
struction cars for educational purposes, which has been
designed expressly to meet the demand from engineers’
andfiremems’ clubs and lodges. These will not be given
aw'ay, but w'ill be sold at a nominal price, found necessary
for their own protection. Full particulars mav be ob-
tained from Henry L. Leach, Cambridge, Mass.
— The shoi)s of the Pennsylvania Railroad Co., at Al-
toona, Pa., have been placed on a working basis of nine
hours for five days a week and eight hours for Saturday.
—In these days of strikes, lockouts and boycotts it is in-
teresting to note that the Browm & Sharpe Mfg.Co., Provi-
dence, R. I., has never experienced any trouble with its
employes since it began business in 1872. Last Tuesday
night a dinner was given, in which 32 men w'ho have been
in the Brown & Sharpe Mfg. Co. for 25 years or more sat
dow'n to the table. A club to be known as the Brow'u &
Sharpe Quarter Century Club was formed, and a presi-
dent, secretary and treasurer elected. The members of
the club represent every department of the shop from the
superintendent dow'n. As other men com])lete the term of
25 years during wliich they have w'orked for Brow'n &
Sharpe they w'ill be admitted to the club. There were
those at the table who had seen 30, 35 and 40 years of ser-
vice with the firm.
It is stated that the Dismal Swamp Canal Co., of Bal-
timore, has let the contract for reconstructing this canal
to Patrick McManus, 5()iy Betz building, Philadelphia. The
contract covers the construction of a completed canal
ready for business, with locks, dams, aiiproaches, w'aste
w'eirs, all necessary excavation, clearing, ditching,
bridging, drains, w'ooden culverts and conduits. This work
W'ill extend over the w'hole route of the canal from a
plate on the Elizabeth, four miles from Nor-
folk, Va., to a place where the canal meets the Pasquo-
tank river, near South Mills, N. C. There are to be ten
“turnouts” provided. Each turnout is to be 20 ft. wide on
the bottom and at least 2(X) ft. long, curving out at each
end to make uniform connection w'ith the banks. A feeder
about three miles long is to be constructed to Lake
Drummond. The total length of the canal is about 22
miles, the average w'idth 60 ft. and the depth 10 ft.
—Officials of the Panhandle have received a proposition
from l^gansport, Ind., looking to a large extension of the
company’s shops at that point. The city proposes to give
a largo tract of land to the company on condition that all
the departments of the shoj)s be increased to meet modern
demands, also that new' shops be erected for the manu-
facture of cars and car wheels. I'he i)roposition has been
taken underadvisement.
4’he St. I^uis, Oklahoma 'Pexas Air Line Railway
W'ants to purchase 275 tons of T steel rails, second-hand,
for relaying, and 25 tons of spikes and joints. Address.
D. Griftiu Gunn, president, Tecumseh, O. T.
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